A multi-factor integrated model for carbon price forecasting: Market interaction promoting carbon emission reduction

2021 ◽  
pp. 149110
Author(s):  
Lu-Tao Zhao ◽  
Jing Miao ◽  
Shen Qu ◽  
Xue-Hui Chen
Keyword(s):  
Emission Reduction ◽  
Carbon Emission ◽  
Carbon Price ◽  
Integrated Model ◽  
Price Forecasting ◽  
Carbon Emission Reduction ◽  
Market Interaction

scholarly journals Operational Lifecycle Carbon Value of Bus Electrification in Macau

2020 ◽  
Vol 12 (9) ◽  
pp. 3784
Author(s):  
Xinkuo Xu ◽  
Liyan Han
Keyword(s):  
Emission Reduction ◽  
Carbon Emission ◽  
Fossil Fuel ◽  
Economic Value ◽  
Carbon Price ◽  
Emission Coefficient ◽  
Carbon Emission Reduction ◽  
Academic Fields ◽  
Fossil Fuel Consumption ◽  
New Perspective

The economic value of carbon emission reduction in the electrification of buses is of concern in practical and academic fields. The aim of this paper, which focuses on direct and indirect carbon emissions, is to study the economic value of the carbon emission reduction of bus electrification in an operational lifecycle carbon footprint, with the empirical data sourced from the bus electrification in Macau. First, it proposes the methodology to evaluate the operational lifecycle carbon value of bus electrification (OLCVBE). Second, it analyses the distinct impacts of internal determinants on OLCVBE. Third, it discusses the determinants’ characteristics for OLCVBE. The results indicate that (1) OLCVBE may be a carbon debt, but it is not a carbon asset in some situations; (2) OLCVBE is determined by the carbon emission coefficients of both electric power and fossil fuel, buses’ electric or fossil fuel consumption levels, buses’ terminations, carbon price and discounted rate; and (3) as a comparison, electric power’s embedded carbon emission coefficient has the biggest impact on OLCVBE, then carbon price and the electric consumption have the second or third biggest impacts, and the annual driving distance of buses has relative less impact. This paper provides a new perspective to study the economic and environmental effects of bus electrification.

scholarly journals The Optimal Carbon Emission Reduction and Prices with Cap and Trade Mechanism and Competition

2018 ◽  
Vol 15 (11) ◽  
pp. 2570 ◽  
Author(s):  
Linghong Zhang ◽  
Hao Zhou ◽  
Yanyan Liu ◽  
Rui Lu
Keyword(s):  
Emission Reduction ◽  
Carbon Emission ◽  
Stackelberg Game ◽  
Reduction Rate ◽  
Carbon Price ◽  
Game Model ◽  
Cap And Trade ◽  
Carbon Emission Reduction ◽  
Closed Form Solutions ◽  
Retail Prices

More and more countries employ the Carbon Cap and Trade mechanism (CCT-mechanism) to stimulate the manufacturer to produce much more eco-friendly products. In this paper, we study how the CCT-mechanism affects competitive manufacturers’ product design and pricing strategies. Assume that there are two competitive manufacturers; we give the optimal closed form solutions of the carbon emission reduction rates and retail prices in the Nash game model and the Stackelberg game model with CCT-mechanism, respectively. Additionally, we also discuss the impacts of CCT-mechanism, consumer environmental awareness (CEA), and the sensitivity of switchovers toward price on the optimal carbon emission reduction rates, retail prices, and manufacturers’ profits. We find that (i) when the carbon quota is not enough, there is a trade off between investing in producing much greener product and purchasing carbon quota; when the carbon price is not high, the manufacturer tends to purchase the carbon quota; and when the carbon price is much higher, the manufacturer is more willing to increase the environmental quality of the product; (ii) manufacturer’s size affects product’s emission reduction rate and manufacturer’s optimal profit; larger manufacturer tends to produce much greener product, but it does not mean that he could obtain much more money than the small manufacturer; and (iii) the decision sequence changes manufacturer’s strategies; the optimal emission reduction rate in Nash and Stackelberg game models are almost the same, but the differences of prices and profits between Nash and Stackelberg model’s are much bigger.

scholarly journals Carbon Emission Estimation of Assembled Composite Concrete Beams during Construction

Energies ◽  
2021 ◽  
Vol 14 (7) ◽  
pp. 1810
Author(s):  
Kaitong Xu ◽  
Haibo Kang ◽  
Wei Wang ◽  
Ping Jiang ◽  
Na Li
Keyword(s):  
Life Cycle ◽  
Carbon Emissions ◽  
Emission Reduction ◽  
Carbon Emission ◽  
Composite Beams ◽  
Total Carbon ◽  
Construction Process ◽  
Low Carbon ◽  
Carbon Emission Reduction ◽  
The Government

At present, the issue of carbon emissions from buildings has become a hot topic, and carbon emission reduction is also becoming a political and economic contest for countries. As a result, the government and researchers have gradually begun to attach great importance to the industrialization of low-carbon and energy-saving buildings. The rise of prefabricated buildings has promoted a major transformation of the construction methods in the construction industry, which is conducive to reducing the consumption of resources and energy, and of great significance in promoting the low-carbon emission reduction of industrial buildings. This article mainly studies the calculation model for carbon emissions of the three-stage life cycle of component production, logistics transportation, and on-site installation in the whole construction process of composite beams for prefabricated buildings. The construction of CG-2 composite beams in Fujian province, China, was taken as the example. Based on the life cycle assessment method, carbon emissions from the actual construction process of composite beams were evaluated, and that generated by the composite beam components during the transportation stage by using diesel, gasoline, and electric energy consumption methods were compared in detail. The results show that (1) the carbon emissions generated by composite beams during the production stage were relatively high, accounting for 80.8% of the total carbon emissions, while during the transport stage and installation stage, they only accounted for 7.6% and 11.6%, respectively; and (2) during the transportation stage with three different energy-consuming trucks, the carbon emissions from diesel fuel trucks were higher, reaching 186.05 kg, followed by gasoline trucks, which generated about 115.68 kg; electric trucks produced the lowest, only 12.24 kg.

Sign in / Sign up

Export Citation Format

Share Document