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| 1 |
ID:
162325
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| Summary/Abstract |
Both multi-person households and dense urban areas reduce per capita carbon dioxide (CO2) emissions by enabling people to share carbon-intensive goods within and between households. In this paper we estimate these household and urban economies in CO2 emissions using detailed household expenditure data for the United States. We then decompose these economies into their primary sources and investigate any potential rebound effects, or diseconomies. The results show that the bulk of household and urban economies come from reductions in emissions from residential energy use and private vehicle transportation. We also find some evidence of rebound effects, with both residential density and multi-person households increasing expenditures on air travel and restaurant meals in particular. These effects are small in comparison to the size of total net economies, suggesting that fears of large rebound effects or backfire effects may be overstated. These results further suggest that policies targeted at the provision of social and technological infrastructure, such as public transportation, mixed-use zoning, and public internet may be most effective in reducing the rural-urban divide in private vehicle emissions.
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| 2 |
ID:
162956
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| Summary/Abstract |
To study the effect of the air pollution charging fee (APCF) policy on the haze pollution in China, a dynamics management model is constructed with the approach of system dynamics and implemented by using the Vensim software. This model is used to simulate and assess the effect of APCF policy on the traffic and the emissions (particularly carbon monoxide (CO), hydrocarbons (HC), nitrogen oxides (NOx), and particulate matter (PM)) in Beijing during the years 2011–2025 in different scenarios. The validity and the robustness of the model are verified by a model test and validation, and a reasonable range of APCF is determined by using a sensitivity analysis. The simulation results showed that the APCF policy effectively realized the “win-win” scenario of emission reduction and congestion release. In particular, the simulation results also indicated some policy effects such as rebound effect (from low-APCF policy), inflection-point effect (from high-APCF policy), and marginal decreasing effect (between moderate and high-APCF policy). These results provide some valid policy recommendations for energy management and emission reduction.
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| 3 |
ID:
121379
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| Publication |
2013.
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| Summary/Abstract |
This paper examines whether increases in energy efficiency of major household items cause additional short-run utilization of these end uses and other end uses for households in Beijing. An integrated model is first developed by combining a Logit model and a resource allocation model, where the former represents the choice of end-use ownership and the latter describes the end-use usage. The rebound effects are finally obtained from calculating the own- and cross-elasticities based on the prediction. The empirical results show that for refrigerators, electric fans, gas showers, TVs, and PCs, no evident rebound occurs; while for air conditioners, clothes washers, microwave ovens, and cars, either a direct rebound effect or an indirect rebound effect exists significantly. The respective average upper bound of direct rebound effects for them are 60.76%, 106.81%, 100.79%, and 33.61%, suggesting a possibility of backfire for the clothes washers and microwave ovens, while the respective upper bound of total rebound effects are 88.95%, 100.36%, 626.58%, and 31.61%. Furthermore, increasing the efficiency of air conditioners and cars can definitely reduce the total household energy consumption during the use phase.
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| 4 |
ID:
150671
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| Summary/Abstract |
The United Nations Intergovernmental Panel on Climate Change (IPCC), the International Energy Agency (IEA), and several nations suggest that energy efficiency is an effective strategy for reducing energy consumption and associated greenhouse gas emissions. Skeptics contend that because efficiency lowers the price of energy and energy services, it may actually increase demand for them, causing total emissions to rise. While both sides of this debate have researched the magnitude of these so-called rebound effects among end-use consumers, researchers have paid less attention to the conditions under which direct rebounds cause CO2 emissions to rise among industrial producers. In particular, researchers have yet to explore how organizational and global factors might condition the effects of efficiency on emissions among power plants, the world's most concentrated sources of anthropogenic greenhouse gases. Here we use a unique dataset containing nearly every fossil-fuel power plant in the world to determine whether the impact of efficiency on emissions varies by plants' age, size, and location in global economic and normative systems. Findings reveal that each of these factors has a significant interaction with efficiency and thus shapes environmentally destructive rebound effects.
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| 5 |
ID:
149909
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| Summary/Abstract |
Facing with the increasing contradiction of economic growth, energy scarcity and environmental deterioration, energy conservation and emissions abatement have been ambitious targets for the Chinese government. Improving energy efficiency through technological advancement is a primary measure to achieve these targets. However, the existence of energy rebound effects may completely or partially offset energy savings associated with technological advancement. This paper adopted a modified input-output model to estimate the economy-wide energy rebound effects across China's economic sectors with the consideration of energy subsidies. The empirical results show that the aggregate rebound effect of China is about 1.9% in 2007–2010, thus technological advancement significantly restrains energy consumption increasing. Removing energy subsidies will cause the aggregate rebound effect declines to 1.53%. Specifically, removing subsidies for coal and nature gas can reduce the rebound effects signifcantly, while removing the subsidies for oil products has a small impact on rebound effect. The existence of rebound effects implies that technological advancement should be cooperated with energy price reform so as to achieve the energy saving target. In addition, the government should consider the diversity of economic sectors and energy types when design the reform schedule.
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| 6 |
ID:
191392
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| Summary/Abstract |
Tighter fuel economy standards came into force in the EU in 2020. Such standards reduce the usage cost of cars, encouraging people to drive more, a reaction known as the rebound effect. Whether and how to prevent the rebound is an ongoing policy debate – since the rebound eliminates parts of the expected fuel savings – yet the economic analysis of the rebound welfare implications is very scarce. To fill this gap, first the direct rebound for private vehicles in Switzerland is estimated and is found to be between 30% and 40%. Second, the utility surplus from the extra kilometers is estimated for each household, at 7 cents per kilometer on average. This is half the external costs of driving in Switzerland (15 cents per km). This gap supports a rebound mitigation, for instance through an internalization of external costs with a tax on the distance driven.
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| 7 |
ID:
090087
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2009.
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| Summary/Abstract |
In this paper, we use an energy-economy-environment computable general equilibrium (CGE) model of the Scottish economy to examine the impacts of an exogenous increase in energy augmenting technological progress in the domestic commercial Transport sector on the supply and use of energy. We focus our analysis on Scottish refined oil, as the main type of energy input used in commercial transport activity. We find that a 5% increase in energy efficiency in the commercial Transport sector leads to rebound effects in the use of oil-based energy commodities in all time periods, in the target sector and at the economy-wide level. However, our results also suggest that such an efficiency improvement may cause a contraction in capacity in the Scottish refined oil supply sector. This 'disinvestment effect' acts as a constraint on the size of rebound effects. However, the magnitude of rebound effects and presence of the disinvestment effect in the simulations conducted here are sensitive to the specification of key elasticities of substitution in the nested production function for the target sector, particularly the substitutability of energy for non-energy intermediate inputs to production.
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| 8 |
ID:
136249
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| Summary/Abstract |
Under its recently proposed Clean Power Plan, the U.S. Environmental Protection Agency (EPA) gives states several “building blocks” to choose from to reduce their power plants’ CO2 emissions, including improving plants’ heat rate efficiency. However, skeptics suggest that precisely because efficiency enhances electrical output, it may reduce power plants’ emission rates but increase their emission levels. Using the EPA’s new Greenhouse Gas Reporting Program (GHGRP) data, this paper conducts the first analysis of the effect of thermal efficiency on the rate and level at which individual power plants emit carbon dioxide. Consistent with the arguments of skeptics, we find that while efficiency lowers CO2 emission rates, it actually increases CO2 emission levels. In suggesting to states that improving efficiency is one of the best systems of emission reductions, therefore, the EPA needs to consider whether more efficient plants are subject to such “rebound effects.”
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| 9 |
ID:
116694
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2012.
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| Summary/Abstract |
The purpose of this paper is to estimate trends in income and price elasticities and to offer insights for the future growth in transport use, with particular emphasis on the impact of energy and technological transitions. The results indicate that income and price elasticities of passenger transport demand in the United Kingdom were very large (3.1 and -1.5, respectively) in the mid-nineteenth century, and declined since then. In 2010, long run income and price elasticity of aggregate land transport demand were estimated to be 0.8 and -0.6. These trends suggest that future elasticities related to transport demand in developed economies may decline very gradually and, in developing economies, where elasticities are often larger, they will probably decline more rapidly as the economies develop. Because of the declining trends in elasticities, future energy and technological transitions are not likely to generate the growth rates in energy consumption that occurred following transitions in the nineteenth century. Nevertheless, energy and technological transitions, such as the car and the airplane, appear to have delayed and probably will delay declining trends in income and price elasticity of aggregate transport demand.
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