Elasticities of fuel and traffic demand and the direct rebound effects: An econometric estimation in the case of Norway

Rebound Effect or Induced Demand? Analyzing the Compound Dual Effects on VMT in the U.S.

“…Note that the numbers in parentheses are p-values. 1 Previous studies that separately estimated the elasticities of rebound effect and induced demand have reported widely-varying outcomes: 5%-100% elasticity for rebound effect [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15][16][17][18][19] and 10%-60% for induced demand [20][21][22][23][24][25][26]28]. These values are relatively high compared with the estimations made by this study: 45.9% elasticity for rebound effect and 15.6% elasticity for induced demand.…”

“…In previous research, the elasticity estimates-measured by the percentage change in fuel consumption in relation to the percentage change in unit-distance fuel cost-are within the range 5%-100% [1][2][3][4][5][6][7][8][9][10][11][12][13][14][15][16][17][18][19].…”

Are Chinese Green Transport Policies Effective? A New Perspective from Direct Pollution Rebound Effect, and Empirical Evidence From the Road Transport Sector

“…Following the previous study by Odeck and Johansen [30], the relationship between the elasticity of fuel consumption with respect to fuel efficiency and elasticity of vehicles kilometers traveled (VKM) demand with respect to fuel price is as follows:…”

“…The most common assumption in the literature is that fuel price and income are the only explanatory variables for VKM demand [31][32][33]. However, considering that the number of vehicles explains some degree of the demand for travel, in this paper we choose price level, income level and vehicle stock as the determinants for passenger travel following the study by Odeck and Johansen [30]. After adding the time-lagged VKM, we take the logarithmic operation to all variables before regression in Equation (5), where VKM t refers to per capita demands for travel; Y t is real income per capita; P t is the real price of fuel; V t is vehicle stock; VKM t−q−1 is the time-lagged VKM; the vector Λ are the parameters to be estimated; and t is residuals for VKM demand, at time t. Here, the real income refers to the disposable income in the whole country.…”

“…Our attention is drawn to a striking difference: most studies have negative price elasticities [25,28,30], which means that when the fuel prices increase, the travel demand will decrease. However, our result is different from these results, which is reasonable in this paper.…”