Abstract

In this paper we examine the impacts of carbon tax policy on CO2 mitigation effects and economic growth in China by using a dynamic energy-environment-economy computable general equilibrium (CGE) model. The results show that 30, 60, and 90 RMB per ton CO2 of carbon tax rate will lead to a reduction of CO2 emissions by 4.52%, 8.59%, and 12.26%, as well as a decline in the GDP by 0.11%, 0.25%, and 0.39% in 2020, respectively, if carbon tax revenues are collected by the government. Moreover, with energy efficiency improvements the CO2 emission per unit of GDP will equally drop by 34.79%, 37.49%, and 39.92% in 2020, respectively. Negative impacts on sectors and households will be alleviated if carbon tax revenues are returned to these sectors and households. Zhou, S., M. Shi, N. Li, et al., 2011: Impacts of carbon tax policy on CO2 mitigation and economic growth in China. Adv. Clim. Change Res., 2(3), doi: 10.3724/SP.J.1248.2011.00124.

Abstract

Part Three. Mobility in a low-carbon society; With 10.7% of global GHG emissions and 17.0% of global CO2 emissions from fuel combustion in 2005 (ITF, 2010), road transport is a key component of the transport sector's commitment to mitigating its impact on climate. While there is no silver bullet that will provide sufficient abatement given the scale of the effort needed in this complex sector, a review of existing and emerging low-carbon solutions reveals a range of promising levies. Long ignored by carbon pricing mechanisms, the sector will certainly see its emissions abatement furthered by the growing number of carbon pricing initiatives targeted at it. This chapter outlines the global trends of greenhouse gas emissions in the road transport sector and suggests a segmented analysis for those emissions. It then reviews technological, organizational and behavioural solutions for emissions reduction in road transport. Finally, it assesses the potential impacts of economic instruments and other public policies related to carbon emissions reduction, giving a feedback on existing carbon pricing experience in road transport.

Abstract

Transportation is vital to economic and social development, but at the same time generates undesired consequences on local, regional, and global scales. One of the largest challenges is the mitigation of energy-related carbon dioxide emissions, to which this sector already contributes one-quarter globally and one-third in the United States. Technology measures are the prerequisite for drastically mitigating energy use and all emission species, but they are not sufficient. The resulting need for complementing technology measures with behavioral change policies contrasts sharply with the analyses carried out by virtually all energy / economy / environment (E3) models, given their focus on pure technology-based solutions. This paper addresses the challenges for E3 models to simulate behavioral changes in transportation. A survey of 13 major models concludes that especially hybrid energy models would already be capable of simulating some behavioral change policies, most notably the imposition of the full marginal societal costs of transportation. Another survey of major macroscopic transportation models finds that key specifications required for simulating behavioral change have already been implemented and tested, albeit not necessarily on a global scale. When integrating these key features into E3 models, a wide range of technology and behavioral change policies could be analyzed. Document type: Book

Abstract

Part 2: Design, Manufacturing and Production Management; International audience; Electric vehicles offer a potential low-carbon alternative to today’s gasoline-powered vehicles. In line with global trends, Singapore has expressed interest in promoting electric vehicles on its shores. This paper investigates the effects of taxation, namely tax rebates and carbon taxes, on the penetration of electric vehicles in Singapore. A consumer vehicular preference model was constructed using the logit model, and the effects on the economy determined through an input–output analysis. Multi-objective optimization is then used to find the optimal tax rate. Results indicate that a tax rebate minimizes the negative impact on the economy at a low penetration rate of electric vehicles, whereas a carbon tax minimizes the negative impact on GDP at a high penetration rate of above 60%. Document type: Part of book or chapter of book

Abstract

This paper assesses whether the level of taxation of motor fuel is broadly appropriate in a group of countries (OECD, BRICs and South Africa) accounting for more than 80 percent of world greenhouse gas emissions. The analysis deals with emissions from oil combustion in transport, which account for about 40 percent of carbon dioxide emissions. In the benchmark specification, six countries (responsible, in turn, for more than 40 percent of worldwide motor-fuel greenhouse gas world emissions) would be undertaxing motor fuel. The authors evaluate the sensitivity of the results to the values of the elasticities and externalities that used in the analysis. They find that varying the values of these parameters (within the level of uncertainty reasonably associated with them) significantly affects the results. This implies that, while informative, the results must be taken as indicative. Further analysis for a particular country must rely on a well-informed choice for the values of the country-specific parameters. Document type: Book

Abstract

The International Maritime Organization's initial strategy on reduction of greenhouse gas emissions from ships stipulates that the international shipping sector should assess the impacts on states prior to adoption of the mitigation measures included in the strategy. This assessment should be undertaken as a matter of urgency, and disproportionately negative impacts should be assessed and addressed as appropriate. This paper aims to contribute to this discussion by reviewing the state-of-the-art research on the economic impacts of greenhouse gas mitigation measures on states, using model-based analysis. Specifically, the paper: (i) identifies four areas of economic impacts and their relationships, (ii) compiles the latest findings on the estimated magnitudes of these impacts, and (iii) presents relevant modeling approaches along with best practices for selecting and applying these approaches in impact assessments. The paper concludes that introducing greenhouse gas mitigation measures, such as carbon prices applied to bunker fuels in the range of 10 to 50 USD/ton of carbon dioxide, might increase maritime transport costs by 0.4 percent to 16 percent. However, this would only marginally increase the import prices of goods (by less than 1 percent). For transport choices, the increased cost of maritime transport induced by greenhouse gas mitigation measures might only slightly reduce the share of maritime transport, by 0.16 percent globally. Furthermore, a global carbon tax applied to all transport modes might stimulate a shift toward maritime transport from all other modes. The impacts of a carbon price in the range of 10 to 90 USD/ton of carbon dioxide on national economies are expected to be modest (-0.002 percent to -1 percent of GDP). Document type: Book