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IS DIESEL DEMAND AS PRICE AND INCOME ELASTIC AS GASOLINE DEMAND?

机译：柴油需求作为汽油需求的价格和收入弹性吗？

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Oil plays a key role in all economies especially in the transportation sector,which has led to continuous and growing global demand for gasoline and diesel for road transport as shown in the figure.The majority of expected future oil demand growth is also expected to be driven by the transportation sector.The International Energy Agency indicates transport's share of global liquids use is expected to increase from 54% in 2015 to 56% in 2040.The consumption patterns of these transportation fuels will clearly be influenced by the price of diesel and gasoline along with income and other socio-economic variables.To better understand such shifts,both past and future.a variety of econometric studies have been done to try to quantify these effects.Gasoline demand studies have received the bulk of this attention.For example,Dahl(2010)found 247 studies for gasoline demand with 2365 estimates for around 80 countries and some cross-section time-series of countries.However,diesel demand studies are not nearly as numerous and she found only 63 such studies.Her summaries from these studies across diverse countries,time periods and methodologies suggest that gasoline may be more price elastic but less income elastic than diesel fuel.Dahl(2012)concentrated on econometric studies on static models.Again the studies varied by geography,model type,and time period but they again favored the hypothesis that gasoline was more price but less income elastic than diesel fuel.More recently,Labandeiraa et al.(2017)found 469 observations to do meta analysis on gasoline demand price elasticities and 136 observations to do meta analysis on diesel demand elasticities.Their results also suggested gasoline might be more price elastic.One contribution of this study contribution is to try to verify whether these results hold on models estimated with consistent data sets and methodologies.The most comprehensive study that we are aware of that includes both gasoline and diesel demand is Al Dossary(2008)who estimates such demand for 23 countries.However,his data only goes through 2005.Thus,it does not include the massive price run up to 2008,the equally impressive price collapse of 2009,followed by recovery and the more recent recollapse and rebound.Nor does it include data on policy changes that have caused significant shifts of light duty vehicles toward diesel in some countries.Another contribution of this study will be to update and extend his study including data from 1970 to 2016 on 42 countries.
机译：石油在所有经济体中发挥着关键作用，特别是在交通部门，这导致了如图所示的公路运输对汽油和柴油的全球需求，如图所示。预期的未来石油需求增长也有望被驱动通过交通部门。国际能源机构表明，运输的全球液体份额预计将从2015年的54％增加到2040年的56％。这些运输燃料的消费模式明显受柴油和汽油价格的影响随着收入和其他社会经济变量。更好地了解这种转变，过去和未来都是多样化的经济学研究来定量这些效果。糖苷碱需求研究已经获得了大部分的关注。例如，DAHL （2010）发现了247名汽油需求研究，约80个国家的2365年估计和一些横断面时序。然而，柴油需求研究AR e并不是很多，她发现了63个这样的研究。从各种国家的这些研究，时间段和方法表明，汽油可能更多的价格弹性，但少于柴油燃料.DAHL（2012）集中在计量计量症在静态模型上。地理学，模型类型和时间段变化的研究变化，但他们再次赞成汽油更加令人兴奋的假设，而且收入少于柴油燃料。最近，Labandeiraa等人的收入弹性。（2017）发现了469个观察对汽油需求价格弹性进行META分析和对柴油需求弹性进行META分析的136个观察。该结果还提出了汽油可能更多的价格弹性。这项研究贡献的贡献是试图验证这些结果是否遵守估计的模型一致的数据集和方法。我们意识到这一点的最全面的研究包括汽油和柴油需求是Al Dossary（2008）谁估计了23个国家的这种需求。但是，他的数据只能通过2005年.Thus，它不包括大量价格达到2008年，2009年的价格同样令人印象深刻的价格崩溃，其次是恢复和最近的回顾和反弹。它也不包括关于政策变化的数据，这些改变导致了一些国家的轻型税率转向柴油的偏移。本研究的其他贡献将是在42个国家的1970年至2016年的数据中更新和扩展。

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