This paper discusses the issue of installation- versus company-based approaches for an ETS with respect to
different design issues of an ETS implementation.
The EU ETS has been operational since 2005 and covers the major sectors of the economy, including energy utilities and industry. Other countries and jurisdictions such as New Zealand, Kazakhstan, South Korea, Tokyo, a number of Chinese pilot regions, California, Quebec, and collectively, various states in the Northeastern United States, have followed the EU’s example and established (or are in the process of establishing) emissions trading systems of their own. While these systems may differ in the details of their designs, they operate on the same basic principle of cap and trade. This paper explores this principle and its benefits, presents key design elements, and provides insights into how emissions trading works in practice. The EU ETS and Germany’s experience will be used to highlight and exemplify further theoretical considerations.
This report assesses how production and emission volumes, energy and CO2 efficiency and competitiveness of companies in the Energy Intensive Industries have evolved prior and during the European Union Emissions Trading System (EU ETS).
Furthermore the report assesses how the EU ETS and other policy instruments may have influenced investment and operational choices at the company level. In doing so, this work combines detailed analysis and comparison of available data with comprehensive interviews of industry executives.
The report will review and draw conclusions about the Shenzhen carbon market’s first year performance from the following perspectives: Chapter 1 will elaborate the key components of the Shenzhen ETS, and compare Shenzhen’s ETS with other ETSs; Chapter 2 will introduce the Shenzhen carbon market’s operational performance, including compliance results, enterprise growth, and trading performance. Chapter 3 will sum up the experience of the first year of operation of the Shenzhen ETS. Chapter 4 will provide policy recommendations on the improvement of the Shenzhen ETS. The report finally provides five case studies of typical regulated companies after in-depth research and highlights the best practice of some companies as well as the passive response of other companies, for the sake of providing a reference for other regulated companies.
Investigation into the PBBC shows that the company has a relatively simple management structure and clear organizational boundary; its energy consumption is categorized into three competent departments: logistics system, maintenance system as well as operating system. Based on the company’s energy management system, its GHGs quantification boundary can be set as operating system and supporting system, direct and indirect emissions from the two systems can be respectively calculated; it can be seen from the quantification of GHGs from the PBBC in 2012 that for public transportation companies, their major emission source is the operating vehicles, which sharing 96% of the total emissions, while emissions from the supporting system is relatively small.
This discussion paper focuses on the incorporation of road transport in the EU ETS. Alongside
consideration of the effect that its inclusion would have within the transport sector, the effects on
other sectors will also be discussed, based on the assumption that road transport is integrated as a
(semi)-open1 system in the current EU ETS.
In recent years, climate protection and low carbon economic transformation have become the core working
objectives of the Chinese government. The Chinese government has targeted to reduce CO2 emissions from per
unit GDP in 2020 by 40-45% compared with 2005, and has selected 7 pilots for carbon emissions trading. As one of the pilots, Shenzhen first officially launched its Carbon Emissions Trading Scheme in June 2013. Currently integrated sectors include energy, manufacturing and architecture. Given high energy consumption intensity of transportation, Shenzhen Municipal People’s Government has determined to integrate public transportation into carbon emissions trading system first and will gradually cover other mobile emission sources once successful experiences are gained.
This report contains two parts – Chapters One through Three, which provide a systematic review of the offsetting mechanism in the Chinese carbon market and the second part, Chapters Four to Seven, which focus on analysing the prospects for the building sector in the offsetting mechanism for the Chinese carbon market.
This report encapsulates the current status and future outlook of the sector and the GHG abatement potential thereof, along with the industry perspectives on (i) technical feasibility and financial viability of the abatement technologies, and (ii) efficacy and challenges associated with the available market-based GHG mitigation mechanisms. The report provides estimates of the GHG mitigation potential from the sector under different growth scenarios and also puts forth recommendations to ensure operational excellence through reduced GHG emissions from the business operations. The key findings from this study would be instrumental in bringing a semblance of perspectives of all relevant stakeholders in order to develop an effective, credible and transparent framework for supporting N2O abatement in India, both in the pre and post- 2020 period.
The objective of this discussion paper is to look at the debate on INDCs from a mitigation-perspective5. It aims to discuss the framework set out above in a pre- and post-2020 context, highlighting the political, technical and institutional facts on NAMAs, INDCs and LEDS, analyse their linkages and finally conclude with a set of key messages.