236 Perloff • Microeconomics: Theory and Applications with Calculus, Third Edition
©2014 Pearson Education, Inc.
Additional Applications
Gasoline1
Because only firms with market power can price discriminate, price discrimination is not observed in
competitive markets. It may be possible, however, to price discriminate in monopolistically competitive
markets. If retail gasoline stations are monopolistically competitive rather than purely competitive, they
may be able to price discriminate. Borenstein (1991) finds that they do discriminate. The difference
between the price and marginal cost is greater for unleaded than leaded gasoline.
The residual demand elasticity that a station faces depends on the market elasticity of demand for gasoline
and the willingness of consumers to switch stations. If a gas station raises its prices, some customers may
buy less gasoline while others may switch to another dealer. Those customers who cut their purchases
are treating the gas station like a monopoly. The customers who switch dealers view the various dealers as
substitutes for each other. Gas stations have markups that range from 5 percent to 10 percent above
marginal cost, which implies that they face elasticities of –10 to –20. These elasticities are much greater
than the price elasticity of demand for gasoline, which is less than –2. Thus the residual elasticity facing a
station appears to be primarily determined by the willingness of customers to switch dealers.
Buyers of leaded gasoline are likely to differ from purchasers of unleaded. In the earlier 1980s, many cars
still burned leaded gasoline. At that time, consumers who purchased unleaded were wealthier and more
likely to use credit cards for their purchase, which made them less willing to switch stations. Since 1986,
however, many stations have stopped carrying leaded gasoline, increasing the average distance between
sellers. As a result, it became more costly for a purchaser of leaded gas (but not unleaded) to switch dealers,
and the dealers’ market power over buyers of leaded gas increased relative to their power over buyers of
unleaded. These factors explain why the markup of price over marginal cost for regular unleaded increased
relative to leaded until 1986 and then decreased thereafter.
1. Do you think that the “pay at the pump” technology employed by some companies is an effort to save
on labor costs or decrease demand elasticity?
2. What would you predict about the elasticity of demand for diesel fuel for automobiles? Why?
Ethnic Pricing on Airlines2
“Ethnic pricing” is a form of price discrimination that has long been practiced both in developing countries
and Europe. Under ethnic pricing, individuals of some nationalities are able to purchase airline tickets at
a substantially lower cost than others. Remarkably, this includes individuals who are married to one another.
Brendan McInerney and his Japanese wife wanted to fly from Frankfurt, Germany, to Osaka, Japan, for
Christmas in 1997. Although they were both able to buy tickets in the same level of seating on the same
Lufthansa flight, Mr. McInerney was initially charged 2,700 marks, compared to the 1,700 marks charged
to his wife. The sole reason for the price difference was their ethnicity. She is Japanese; he is not. Although
illegal in Germany, the practice appears to be fairly commonplace there. Airline industry experts note that
the agencies that receive the complaints have no police power to stop them. McInerney eventually received
the same fare as his wife after complaining. “In America, this is called racial discrimination,” he protested.
1Severin Borenstein, “Selling Costs and Switching Costs: Explaining the Retail Gasoline Margins,” Rand Journal of Economics
22(3), Autumn, 1991: 354–369.
2Brandon Mitchener, “‘Ethnic Pricing’ Means Unfair Air Fares,” Wall Street Journal, December 5, 1997: B1, B14.