Did Georgia’s Post-Pipeline-Hack Gasoline-Tax Suspension Lower Prices?

2021 ◽  
Author(s):  
Brooke Hansbrough ◽  
E. Frank Stephenson
Keyword(s):  
Gasoline Tax

WHO PAYS THE GASOLINE TAX?

1997 ◽  
Vol 50 (2) ◽  
pp. 233-259
Author(s):  
HOWARD CHERNICK ◽  
ANDREW RESCHOVSKY
Keyword(s):  
Gasoline Tax

Taxation: Exemption of Federal Instrumentality from State Gasoline Tax

1936 ◽  
Vol 35 (1) ◽  
pp. 168
Author(s):  
P. M. C.
Keyword(s):  
Gasoline Tax

Consumer Adjustment to a Gasoline Tax

1979 ◽  
Vol 61 (3) ◽  
pp. 427 ◽  
Author(s):  
Carol A. Dahl
Keyword(s):  
Gasoline Tax

Who Really Pays a Gasoline Tax?

1999 ◽  
pp. 35-37
Author(s):  
Richard C. Porter
Keyword(s):  
Gasoline Tax

Implication of Replacing the Federal and State Fuel Taxes with a National Vehicle Miles Traveled Tax

2018 ◽  
Vol 2672 (4) ◽  
pp. 32-42
Author(s):  
Yiwei Wang ◽  
Qing Miao
Keyword(s):  
Gasoline Prices ◽  
Tax Revenue ◽  
Vehicle Miles Traveled ◽  
Gasoline Tax ◽  
Tax Revenues ◽  
Empirical Estimates ◽  
Significant Difference ◽  
Fuel Taxes ◽  
The Difference ◽  
Gasoline Taxes

A vehicle miles traveled (VMT) tax is often proposed to replace fuel taxes for financing the nation’s highway and road network. In this paper, we investigate households’ driving response to driving cost changes depending on their vehicle choices. Using the empirical estimates, we simulate the vehicle usage, tax burdens, and total tax revenues generated under a possible nationwide revenue-neutral flat VMT tax. Our results confirm that, compared with the current gasoline tax, a revenue-neutral flat VMT tax can be a more stable tax revenue source. We estimate that a 50% increase in average miles per gallon would lead to a 28% decrease in the total revenues raised by the current gasoline tax, while the same amount of increase in fuel economy would increase the VMT tax revenues by 4.4 % (all relative to the 2009 baseline). In the meantime, we find no significant difference between the two types of tax in their total revenues, when the pre-tax gasoline prices fluctuate by different magnitudes. A VMT tax would be slightly more regressive than the gasoline tax, but the difference is negligible. Overall, our simulation shows that VMT tax could serve as a viable alternative to gasoline taxes.

State-Local School and Highway Expenditure Trends, 1965–1966 and 1969–1970

1973 ◽  
Vol 1 (2) ◽  
pp. 29-34
Author(s):  
Richard W. Lindholm
Keyword(s):  
Property Tax ◽  
Personal Income ◽  
General Situation ◽  
Fuel Tax ◽  
Gasoline Tax ◽  
Local Schools ◽  
Price Increases ◽  
Interstate Highway System ◽  
State Variation ◽  
The Common

The data used in this analysis demonstrate a considerable state variation in support given local schools and highways as measured by percentage of personal income. In the area of education, the general situation demonstrated by the data is that the property tax, plus the assistance it received, did no more than keep up with personal income during the five-year period under study, which was also a period when local schooling demands were very strong. Highways, which are nearly entirely financed from fuel tax revenues, absorbed a general declining portion of personal income during the period of the great expansion of urban-related highway expansion needs and the completion of much of the interstate highway system. The analysis demonstrates some decline and certainly considerable stability of the portion of personal income used for local schools and highways. The findings do not support the common attitude that a service having access to a tied revenue source is able to benefit from relatively luxurious financing Undoubtedly, the fact that this was a period of rapid inflation of incomes and that neither the property tax nor the gasoline tax possesses an automatic adjustment for price increases affected the level of support provided local education and highways during the 1965–1966 and 1969–1970 periods of great need.

scholarly journals Gasoline Taxes and Consumer Behavior

2014 ◽  
Vol 6 (4) ◽  
pp. 302-342 ◽  
Author(s):  
Shanjun Li ◽  
Joshua Linn ◽  
Erich Muehlegger
Keyword(s):  
Gasoline Prices ◽  
Government Revenue ◽  
Gasoline Price ◽  
Consumer Responses ◽  
Gasoline Tax ◽  
Retail Gasoline ◽  
Gasoline Taxes ◽  
Tax Changes ◽  
Automobile Use ◽  
Robust Evidence

Gasoline taxes can be employed to correct externalities from automobile use and to raise government revenue. Our understanding of the optimal gasoline tax and the efficacy of existing taxes is largely based on empirical analysis of consumer responses to gasoline price changes. In this paper, we examine directly how gasoline taxes affect gasoline consumption as distinct from tax-inclusive retail gasoline prices. We find robust evidence that consumers respond more strongly to gasoline tax changes under a variety of model specifications. We discuss two potential reasons for our main findings as well as their implications. (JEL D12, H21, H25, H31, L71, Q35)

Energy Legislation and Gasoline Tax Revenue

1981 ◽  
Vol 9 (1) ◽  
pp. 35-46 ◽  
Author(s):  
Wayne K. Talley ◽  
Stanley E. Warner
Keyword(s):  
Tax Revenue ◽  
Gasoline Tax

What Determines Excise Tax Rates?

2009 ◽  
Vol 27 (1) ◽  
pp. 63-85 ◽  
Author(s):  
Agnieszka Bielinska-Kwapisz
Keyword(s):  
Panel Data ◽  
Tax Rates ◽  
Political Factors ◽  
Data Set ◽  
Excise Tax ◽  
Gasoline Tax ◽  
Horizontal Competition ◽  
Cigarette Taxation

Abstract We estimate the determinants of state excise tax rates on beer, cigarettes, and gasoline using a panel data set from US 48 contiguous states from 1982 to 2003. State excise tax rates currently vary a great deal and we assess empirically economic and political factors that affect the level of these tax rates. We incorporate both horizontal competition and vertical competition. Our results show that the most important factor determining the level of cigarette and gasoline tax rates is the horizontal competition between neighboring states and that vertical competition exists in case of beer and cigarette taxation.

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