Abstract

This paper proposes a methodology to approximate individual income distribution dynamics using only time series data on aggregate moments of the income distribution. Under the assumption that individual incomes follow a lognormal autoregressive process, this paper shows that the evolution over time of the mean and standard deviation of log income across individuals provides sufficient information to place upper and lower bounds on the degree of mobility in the income distribution. The paper demonstrates that these bounds are reasonably informative, using the U.S. Panel Study of Income Dynamics where the panel structure of the data allows us to compare measures of mobility directly estimated from the micro data with approximations based only on aggregate data. Bounds on mobility are estimated for a large cross-section of countries, using data on aggregate moments of the income distribution available in the World Wealth and Income Database and the World Bank's PovcalNet database. The estimated bounds on mobility imply that conventional anonymous growth rates of the bottom 40 percent (top 10 percent) that do not account for mobility substantially understate (overstate) the expected growth performance of those initially in the bottom 40 percent (top 10 percent). Document type: Book

Abstract

“Shared prosperity” is a common phrase in current development policy discourse. Its most widely used operational definition—the growth rate in the average income of the poorest 40% of a country’s population—is a truncated measure of change in social welfare. A related concept, the shared prosperity premium—the difference between the growth rate of the mean for the bottom 40% and the growth rate in the overall mean—is similarly analogous to a measure of change in inequality. This article reviews the relationship between these concepts and the more established ideas of social welfare, poverty, inequality, and mobility."/p" "p"Household survey data can be used to shed light on recent progress in terms of this indicator globally. During 2008–2013, mean incomes for the poorest 40% rose in 60 of the 83 countries for which we have data. In 49 of them, accounting for 65% of the sampled population, it rose "italic"faster"/italic" than overall average incomes, thus narrowing the income gap."/p" "p"In the policy space, there are examples both of “pre-distribution” policies (which promote human capital investment among the poor) and “re-distribution” policies (such as targeted safety nets), which when well-designed have a sound empirical track record of both raising productivity and improving well-being among the poor. Document type: Book

Abstract

The European Union has established certain climate commitments to alleviate the harmful effects of pollution on the planet. One of the goals is to reduce greenhouse gas emissions by at least 55% by 2030 compared to 1990 levels.

The transport sector is considered one of the largest emitters of pollutants, so it will be crucial to urgently reduce carbon emissions derived from fossil fuels, widely used by the country's current fleet of vehicles.

Although there is a commitment to policies and alternatives that promote more sustainable mobility, encouraging active mobility and public transport, the use of private vehicles will continue to be essential in various situations, so it is necessary to look for less polluting alternatives in the use of the private vehicle.

The electric vehicle is presented as the main alternative to combustion vehicles, due to its lower impact on carbon emissions, although there are still several challenges in the large-scale replacement of the most polluting vehicles. One of these challenges is the social gap in access to electric vehicles since the acquisition and maintenance of this type of vehicle will be unfeasible for the population, which generally require a larger initial investment.

To reduce this gap, some solutions have been tested, among them, the so-called social leasing of electric vehicles, a French project aimed at narrowing the current access gap and allowing the electric vehicle to also be accessible to people with less purchasing power, thanks to government subsidy programs that supplement the payment of an affordable monthly fee for low-middle income earners.

In this presentation, we propose to present the methodology and some of the results of the implementation of a social leasing service for electric vehicles applied to the Spanish case.

Based on the analysis of microdata, different scenarios will be proposed that take into account social demand and the most suitable population profile to benefit from the service, the economic viability and the costs derived from the implementation of the leasing service, as well as the environmental impact

The results will be compared with current car purchase subsidies, and the impact on equality.