In der Neuroökonomie werden bisweilen auch Gedanken manipuliert. Das weckt Abwehrreflexe. Der Neuroökonom Christian Ruff sieht aber wenig Missbrauchspotenzial.
Der Starökonom aus Zürich über den Vormarsch der Verhaltensökonomie, die wirtschaftlichen Folgen von Unehrlichkeit – und seine Forschung mit Kindern und Hirnscannern.
Die Regulierung der Mietpreise ist schädlich – für die Vermieter, die sozial Schwachen, den Baubestand und den Arbeitsmarkt. Ein Kommentar von Joachim Voth.
Who is the best Formula 1 driver? Until today it was impossible to answer this question because the observable performance of a driver depends both on his talent and the quality of his cars. In this article we separate for the first time driver talent from car quality by econometrically analyzing data for 57 years of Formula 1 racing. Our estimates also control for the number of drivers finishing, technical breakdowns and many other variables that influence race results. While Michael Schumacher is often believed to be the best driver, he is overtaken by Juan Manuel Fangio and Jim Clark
1. CHAPITRE PRELIMINAIRE 1.1 Introduction Cette étude a pour objet les problèmes de coordination et d'harmonisation fiscales dans un système fédéral. Pris au sens général, la coordination et l'harmonisation fiscales se réfèrent à l'ensemble des mesures permettant de passer d'un système fiscal épars à un système uniforme, puis unifié. Par système fiscal épars, on entend un système dans lequel la souveraineté fiscale, respectivement les compétences de définir et de prélever des impôts, sont éparpillées entre les niveaux de gouvernement et, à chaque niveau, entre les gouvernements, d'où une situation de conflits. Par système fiscal uniforme, on entend un système fiscal dans lequel les gouvernements appliquent des règles semblables; si ces dernières sont identiques, alors le système fiscal est réputé >
This article discusses the smallness of subsidiary jurisdictions as a third dimension of centrality, besides vertical centrality and fragmentation (horizontal centrality). A panel analysis concerning all 26 Swiss cantons (from 1990 to 2003) shows that public expenditure per capita increases with the number of inhabitants of a canton. This holds for the aggregate expenditure level and for six expenditure categories of the Government Finance Statistics. The positive elasticity of per capita expenditure with respect to population size can be understood as an indicator for increasing government failure in jurisdictions with bigger population size
The purpose of this paper is to deal with two features of the multinational behaviour not found in previous models of transfer pricing. First on the contrary to earlier literature, we assume that quantity (or price) decisions are no more centralised but are delegated to exporting and importing affiliates. Second, we underline the importance of strategic interactions with other firms in local markets to calculate the optimal transfer price. We find that the existence of Cournot (or Bertrand) competition on local markets implies that the transfer price should deviate from the marginal cost of the exporting affiliate because of three effects: (1) a profit shifting effect; (2) a stratégic effect on the foreign market; (3) a cost effect on the national market. The optimal transfer price generally depends on both the nature of the competition and the relative magnitude of the later effects. Finally the paper deals with both cost asymetries effects on the transfert price charged by the multinational and conditions under which the multinational will forclose the rival firm when it supply to the rival an input that is monopolised
We assess how regional rail service affects air pollution in Germany, where rail service is procured in auctions or negotiations. We argue that the procurement mode is plausibly exogenous, and show that auctions deliver stronger rail service growth than negotiations. Instrumenting rail service growth with procurement mode, we find that increasing rail service by 10% reduces carbon monoxide and nitrogen oxide pollution by around 1% and 2%, respectively. Sulfur dioxide and ozone, pollutants with no clear link to rail, are not affected. Expanding rail service reduces car and motorcycle use, especially on leisure and shopping trips. The effects of railway services on car and motorcycle use and on air pollution build up over time. Lives saved by reducing pollution via rail service growth are worth substantially more than the required subsidies.
