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Transport is a key component to climate solution and therefore, pivotal to reach benchmarks established by the ambitious Paris Agreement. We have the technology, tools, and opportunities to advance markets, unlock investments, and scale up action. The climate action pathway – transport provides clear insights to advance and align transport with the objectives of the Paris Agreement, and is complemented by the global roadmap toward sustainable mobility. However, by most measures, action is well off-track, and greenhouse gas (GHG) emissions from transport are on the rise. At the same time, the momentum increases to drive action on transport and accelerate the transition to zero or low carbon transport modes. There are calls for decarbonizing transport and for improving the international community’s understanding of how specific investments and innovative finance solutions can create the conditions for market uptake of climate-smart solutions across transport sectors. Policy, technology, and investment are all critical in accelerating the transition toward carbon neutral transport. This document is organized as follows. Chapter 2 describes the trends on greenhouse gas emissions while Chapter 3 reviews the challenge to reduce emissions in developing countries summarizing the findings on the other TDI notes. Chapter 4 discusses the experience and trends in funding public investments and policies in the transportation sector while Chapter 5 describes the architecture of climate finance for transport decarbonization. Chapter 6 presents some innovative financial approaches and finally, Chapter 7 develops a series of recommendations for a transition to a low carbon pathway in transport.

В статье анализируются последние тенденции на мировом рынке электромобилей: недостаточно быстрое снижение себестоимости батарей, что отодвигает достижение ценового паритета электромобилей и традиционных автомобилей с двигателем внутреннего сгорания; ослабление государственного стимулирования в европейских странах из-за высоких издержек (объем недополученных налоговых поступлений и субсидий) стимулирования продаж электромобилей; быстрого усиления позиций китайских автопроизводителей на мировом рынке электромобилей; введение «зеленого» протекционизма в США и ЕС; значительное положительное влияние Закона о снижении инфляции в США на промышленные инвестиции в проекты, связанные с электромобилями; включение Германией нефтепродуктов в национальную систему торговли квотами на выбросы для дестимулирования продаж традиционных автомобилей с двигателем внутреннего сгорания The article analyzes the latest trends in the global electric vehicle market: insufficiently rapid reduction in battery costs, which delays the achievement of price parity between electric vehicles and traditional internal combustion engine vehicles; weakening government incentives in European countries due to the high costs (volume of lost tax revenues and subsidies) of stimulating sales of electric vehicles; rapid strengthening of the positions of Chinese automakers in the global electric vehicle market; the introduction of «green» protectionism in the US and EU; the significant positive impact of the U.S. Inflation Reduction Act on industrial investment in electric vehicle-related projects; Germany's inclusion of petroleum products in the national emissions trading system to discourage sales of traditional internal combustion engine cars.

This paper analyses the distributional effects of alternative scenarios of carbon taxes on car fuels using disaggregated French panel data from 2003 to 2006. It incorporates household price responsiveness that differs across income groups into a consumer surplus measure of tax burden. Carbon taxation is regressive before revenue recycling. However, taking into account the benefits from congestion reduction induced by the tax mitigates regressivity. We show also that recycling additional revenues from the carbon tax either in equal amounts to each household or according to household size makes poorest households better off.

Chapter 1. This chapter aims to find the effects of financial point of sales incentives on the sales of electric vehicles across the Canadian provinces from September 2012 to December 2016. The findings of my study indicate that purchase incentives cause the sales of new electric vehicles to increase by 8 percent on average due to a $1000 increase in incentives. I find that 47% of electric vehicle sales across the rebating provinces (Ontario, Quebec, and British Columbia) are attributed to the purchase incentives. Results of my counter-factual simulations imply that the cost of eliminating one tonne of carbon emissions across the provinces that offer incentives over the years of my study is, on average, $216/tonne CO2. Chapter 2. In light of the rapid increase in Canadian gasoline prices from 2000 to 2010, this chapter focuses on the relationship between gasoline price and demand for vehicle fuel efficiency across the Canadian forward sortation areas (FSA) over this period. I find that consumers respond to variations in gasoline price when deciding the fuel efficiency of their new vehicle; increases in gasoline price result in shifts in demand for more fuel-efficient vehicles and therefore improve the average fuel efficiency of the new vehicle fleet. I find that the elasticity of fuel economy with respect to gasoline price for new vehicles sold across the Canadian forward sortation areas (FSA) from 2000 to 2010 is -0.06 to -0.16. Results of further analyses imply that consumer are more responsive to rising and constant gasoline prices than falling prices and that urban residents are slightly more responsive to variations in gasoline price compared to residents of suburb regions. Chapter 3. This chapter investigates the effect of the carbon tax policy implemented by the Canadian Province of British Columbia on households’ new vehicle purchase decisions. I dis-aggregate the effects of gasoline price into two effects: the carbon tax and carbon tax-exclusive gasoline price. These effects are both measured along the extensive margin of replacing a fuel inefficient vehicle with a fuel-efficient vehicle. The results indicate that there is a significant negative relationship between both effects and fuel efficiency substitutions. However, vehicle fuel economy is more sensitive to changes in the carbon tax than to equivalent changes in the carbon tax-exclusive gasoline price. I find that the elasticity of fleet fuel economy with respect to the carbon tax ranges from -0.22 to -0.26 whereas this elasticity changes between -0.1 and -0.15 with respect to gasoline price (net of the carbon tax). I obtain consistent results when estimating the effect of both factors on fleet fuel economy conditional on fleet composition, indicating that almost all vehicle segments respond more strongly to changes in the carbon tax component of gasoline price than other components. Results also imply that, among all segments, the fuel consumption of compact sport utility vehicles (SUVs), minivans, and luxury high-end cars respond the most to the carbon tax.

The logistics network, as a key component of commodity distribution, has a direct impact on carbon emissions and resource utilization. Its main objective is to optimize the distribution process of commodities in order to improve efficiency, reduce costs, ensure timely delivery of commodities, and simultaneously satisfy customers' needs. The problem of multiple factors in the optimal allocation of logistics network objectives leading to decision-making difficulties is addressed. The complex multilevel logistics network optimization problem is decomposed into two stages. The first stage determines the selection of cargo transit points and the distribution of cargo flow between nodes, starting with the establishment of a Comprehensive Modal Emission Model (CMEM) taking into account the speed of the vehicle, the amount of cargo loaded, the road surface conditions and the characteristics of the vehicle itself. Secondly, the carbon emission cost generated from the flow of goods, together with the transportation cost, distribution cost and fixed cost at the transit point, constitute the comprehensive cost, and establish a multi-objective optimization model of low-carbon logistics network with the goal of minimizing the comprehensive cost and transportation time. The Non-dominated Sorted Genetic Algorithm with Elite Strategies (NSGA-II) is used for the solution. Finally, MATLAB software was used to numerically analyze the two schemes of "Considering Carbon Tax Levy" and "Not Considering Carbon Tax Levy". The results show that the government's imposition of an environmental tax on companies will change the distribution of transit points and flows within the logistics network, reducing CO2 emissions by 226.5 kg and saving 257.65 CNY in comprehensive costs. The second stage determines the order and path of distribution from each transit point to its own customers, establishes a low-carbon logistics network distribution path optimization model with the goal of minimizing the cost of carbon emissions, and solves the problem using Genetic Algorithm (GA). Through the coordinated use of the two-stage optimization model, it provides enterprises with a network distribution solution that takes into account the low-carbon goal and logistics efficiency, and provides the government with a basis for carbon tax levy and a reference for the tax rate.

Transportation is a major emitter of greenhouse gas (GHG) emissions in the United States accounting for 27% of the country’s emissions, second only to the electricity sector. As a result, reducing GHG emissions are essential for mitigating some of the most damaging potential impacts associated with climate change and because of the importance and relative size of the transportation sector, it would need to contribute a significant amount of emissions reduction.This report describes the development and use of an U.S. energy system optimization model (US-TIMES) in order to analyze the reductions in GHG emissions that can come about through policy targets. These policy targets induce technology investments and operation in order to satisfy the demand for energy services and environmental policy constraints (notably GHG emission targets).The model development focused on two key areas within the transportation sector, light-duty vehicles and heavy-duty vehicles. In the light-duty space, we incorporated consumer choice elements into the energy system optimization framework through increasing consumer heterogeneity and adding non-monetary decision factors such as risk and fueling inconvenience. For heavy-duty vehicles, we adopt a segmentation approach and update vehicle cost and performance assumptions from our recent work. The model is used to project scenarios for low carbon futures from a reference scenario all the way to an 80% GHG reduction target.View the NCST Project Webpage

The maritime transport industry continues to draw international attention on significant Greenhouse Gas emissions. The introduction of emissions taxes aims to control and reduce emissions. The uncertainty of carbon tax policy affects shipping companies’ fleet planning and increases costs. We formulate the fleet planning problem under carbon tax policy uncertainty a multi-stage stochastic integer-programming model for the liner shipping companies. We develop a scenario tree to represent the structure of the carbon tax stochastic dynamics, and seek the optimal planning, which is adaptive to the policy uncertainty. Non-anticipativity constraint is applied to ensure the feasibility of the decisions in the dynamic environment. For the sake of comparison, the Perfect Information (PI) model is introduced as well. Based on a liner shipping application of our model, we find that under the policy uncertainty, companies charter more ships when exposed to high carbon tax risk, and spend more on fleet operation; meanwhile the CO2 emission volume will be reduced.

http://www.chaireeconomieduclimat.org/wp-content/uploads/2011/09/11-09-26_Cahier-ID-n11-Russo-Boutueil_Website2.pdf The ever-increasing trend to greater mobility has brought about a situation in which considerations of sustainable development might call for restrictions on the continued growth of the global mobility of people and goods. The transport sector is not the biggest contributor to greenhouse gas emissions, but accounts for a constant part in them and heavily depends on non-renewable fossil fuel. The prevalence of road transport in the sector's emissions makes it a priority in this necessary effort to move away from a carbon-intensive mobility. This study gives an overview of the options for progressing towards a low-carbon road transport. The solutions include necessary technological advances, and behavioural and organizational changes without which the benefits from these advances would be reduced. Economic instruments and public policies are needed to provide a vital support to this transition. In this regard, although emission abatements in the sector are generally considered to be costly, setting a price to CO2 emissions can prove an efficient way of adjusting relative prices according to comparative environmental benefits, thus favouring lower-carbon solutions. The options already experimented and the most credible ways forward give a glimpse of mobility's future, and food for thought to make it even better.