Suchergebnisse

This paper focuses on the optimal strategic choice of carbon trading and carbon reduction technology investment under the cap-and-trade system. We consider a carbon-dependent production enterprise that trades carbon emission rights or invests in carbon reduction technologies under the regulation of the cap-and-trade system. The enterprise undertakes corporate environmental responsibility (CER) and aims to maximize the comprehensive benefits of both the economy and the environment. Using numerical simulation, we analyze the impacts of the CER coefficient and initial carbon quotas on the comprehensive benefits, optimal emission reduction rate, and production quantity of the enterprise. Our main contribution is studying the low-carbon strategic option for CER production enterprises to maximize the comprehensive benefits by trading carbon emission permits or investing in carbon emission reduction technologies. We found that the carbon emission trading mechanism plays an important role in promoting enterprises to reduce carbon emissions and is a beneficial supplement to the carbon cap policy. Under different initial carbon quotas allocated by the government, the manufacturer strategically chooses to trade carbon emission rights or invest in carbon reduction technologies. CER is a significant factor in encouraging companies to reduce carbon emissions proactively.

In order to explore the impact of using electric vehicles on the cost and environment of logistics enterprises, this paper studies the optimization of vehicle routing problems with the consideration of carbon trading policies. Both the electric vehicle routing model and the traditional fuel vehicle routing model are constructed aiming at minimizing the total costs, which includes the fixed costs of vehicles, depreciation costs, penalty costs for violating customer time window, energy costs and carbon trading costs. Then a hybrid genetic algorithm (HGA) is proposed to address these two models, the advantages of greedy algorithm and random full permutation are combined to set the initial population, at the same time, the crossover operation is improved to retain the excellent gene fragments effectively and the hill climbing algorithm is embedded to enhance the local search ability of HGA. Furthermore, a case data is used with HGA to carry out computational experiments in these two models and the results indicate that first using electric vehicles for distribution can indeed reduce the carbon emissions, but results in a low customer satisfaction compared with using fuel vehicles. Besides, the battery capacity and charge rate have a great influence on total costs of using electric vehicles. Second, carbon price plays an important role in the transformation of logistics companies. As the carbon price changes, the total costs, carbon trading costs, and carbon emissions of using electric vehicles and fuel vehicles are affected accordingly, yet the trends are different. The changes of carbon quota have nothing to do with the distribution scheme and companies&rsquo ; transformation but influence the total costs of using electric and fuel vehicles for distribution, and the trends are the same. These reasonable proposals can support the government on carbon trading policy, and also the logistics companies on dealing the relationship between economic and social benefits.

In order to cut the costs of third-party logistics companies and respond to the Chinese government&rsquo ; s low-carbon economy plans, this paper studies the more practical and complex open vehicle routing problem, which considers low-carbon trading policies. A low-carbon multi-depot open vehicle routing problem with time windows (MDOVRPTW) model is constructed with minimum total costs, which include the driver&rsquo ; s salary, penalty costs, fuel costs and carbon emissions trading costs. Then, a two-phase algorithm is proposed to handle the model. In the first phase, the initial local solution is obtained with particle swarm optimization (PSO) ; in the second phase, we can obtain a global optimal solution through a further tabu search (TS). Experiments proved that the proposed algorithm is more suitable for small-scale cases. Furthermore, a series of experiments with different values of carbon prices and carbon quotas are conducted. The results of the study indicate that, as carbon trading prices and carbon quotas change, total costs, carbon emission trading costs and carbon emissions are affected accordingly. Based on these academic results, this paper presents some effective proposals for the government&rsquo ; s carbon trading policy-making and also for logistics companies to have better route planning under carbon emission constraints.

Recently, it has been demonstrated that pre-existing distortionary taxes can substantially increase the costs of market-based instruments which do not raise revenue, such as non-auctioned emissions quotas. Revenue-raising market-based policy tools, such as carbon taxes, encounter other problems: The redistribution of property rights implied by introduction of such instruments is politically controversial, and in practice, tax rates are often differentiated to reduce political resistance. In the latter case, marginal abatement costs are not equalized between polluters. When comparing a policy with differentiated carbon taxes to a policy of free-issued quotas, financed through distortionary taxes, it is thus not obvious which alternative yields the highest social welfare. In this paper, we use a numerical intertemporal general equilibrium model for the Norwegian economy to compare the welfare effects of a differentiated carbon tax regime, exemplified by the current Norwegian carbon tax structure; a system of grandfathered tradable emission permits; and a uniform carbon tax regime. Grandfathered tradable quotas yield substantially lower welfare than the other two alternatives. However, differentiated taxes produce almost as high welfare as uniform taxes.

AbstractThis paper discusses the role of the Clean Development Mechanism (CDM) in the market for carbon quotas and countries' commitments to reduce their carbon emission levels. We show that the CDM contributes to an efficient funding of clean technology investments in least developed countries. However, the CDM is not neutral on the global level of carbon emissions as it entices countries to raise their emission caps. The CDM may also make inappropriate the inclusion of any country that takes no emission abatement commitment. It can even make inefficient a country's decision to commit to an emission target. The implications of the presence of non‐additional projects are also analyzed.

AbstractRational provincial allocation of carbon quotas serves as the foundational premise for attaining China's carbon peak. Yet, prevailing strategies often overlook the holistic integration of trade-induced carbon transfers and ecological carbon sequestration, resulting in equity and scientific robustness deficiencies. This study addresses these shortcomings by examining historical carbon sources and sinks across China's provinces and proposing a novel provincial allocation scheme based on the 'equal consumption-based cumulative per capita net emission' principle. Our findings reveal significant disparities in the carbon quotas between provinces, ranging from ‒98 Mt in Shanghai to 1016 Mt in Sichuan, primarily influenced by factors such as population size, historical emissions, and carbon sinks. The proposed scheme, integrating considerations of carbon transfers and sinks, safeguards the interests of less developed provinces (e.g., Hebei and Inner Mongolia) and those with valuable ecosystems (e.g., Yunnan and Inner Mongolia). Furthermore, the impact of carbon transfers on provincial carbon allocation quotas is more pronounced than that of carbon sinks. For instance, the inclusion of carbon transfers has increased Inner Mongolia's quotas by 238 Mt, compared to 125 Mt attributed to carbon sinks. Considering the disparities in emissions reduction pressure and capacity across different provinces, combining fair carbon quota allocation with a nationwide carbon market can achieve cost-effective emissions reduction while ensuring the attainment of carbon peak.