We examine the impacts of increased US gasoline taxes in a model that links the markets for new, used, and scrapped vehicles and recognizes the considerable heterogeneity among households and cars. Household choice parameters derive from an estimation procedure that integrates individual choices for car ownership and miles traveled. We find that each cent-per-gallon increase in the price of gasoline reduces the equilibrium gasoline consumption by about 0.2 percent. Taking account of revenue recycling, the impact of a 25-cent gasoline tax increase on the average household is about $30 per year (2001 dollars). Distributional impacts depend importantly on how additional revenues from the tax increase are recycled. (JEL D12, H22, H25, L62, L71)

is gratefully acknowledged. The views expressed herein are those of the author(s) and do not necessarily reflect the views of the National Bureau of Economic Research. NBER working papers are circulated for discussion and comment purposes. They have not been peerreviewed or been subject to the review by the NBER Board of Directors that accompanies official NBER publications.

We consider alternative econometric strategies for addressing serial nonparticipation, that is, repeated choice of the same alternative or same type of alternative across a series of choice occasions, in data typically analyzed within the repeated discrete choice framework. Single and double hurdle variants of the repeated discrete choice model are developed and applied to choice experiment and multisite seasonal recreation demand data. Our results suggest that hurdle models can generate significant improvements in statistical fit and qualitatively different policy implications, particularly in choice experiment applications where the proper treatment of serial nonparticipation is relatively more ambiguous. Copyright 2005, Oxford University Press.

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Exploiting a rich dataset of passenger vehicle registrations in 20 US