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Energy system optimization models (ESOMs) are widely used to generate insight that informs energy and environmental policy. Using ESOMs to produce policy-relevant insight requires significant modeler judgement, yet little formal guidance exists on how to conduct analysis with ESOMs. To address this shortcoming, we draw on our collective modelling experience and conduct an extensive literature review to formalize best practice for energy system optimization modelling. We begin by articulating a set of overarching principles that can be used to guide ESOM-based analysis. To help operationalize the guiding principles, we outline and explain critical steps in the modelling process, including how to formulate research questions, set spatio-temporal boundaries, consider appropriate model features, conduct and refine the analysis, quantify uncertainty, and communicate insights. We highlight the need to develop and refine formal guidance on ESOM application, which comes at a critical time as ESOMs are being used to inform national climate targets. [ABSTRACT FROM AUTHOR]

Sustainability of the aviation industry, as any other industry, depends on the elasticity of demand for the product and profitability through minimising operating costs. Of paramount importance is assessing and understanding the interdependency and effects of environmentally optimised solutions and emission mitigation policies. This paper describes the development and application of assessment methodologies to better understand the effects of environmental taxation/energy policies aimed at environmental pollution reduction and the future potential economic impact they may have on the adaptation of “greener” novel technologies. These studies are undertaken using a Techno-economic Environmental Risk Assessment approach. The methodology demonstrated allows the assessment of the economic viability of new technologies compared to conventional technologies, for various CO 2 emission taxation and fuel price scenarios. It considers relative increases in acquisition price and maintenance costs. A study undertaken as a ‘proof of concept’ compares a Counter Rotating Open Rotor aircraft with a conventional aircraft for short range operations. It indicates that at current fuel price and with no carbon taxation, a highly fuel efficient technology, such as the one considered, could be rendered economically unviable. The work goes on to demonstrate that in comparison to the conventional aircraft, any economic benefits that may be accrued from improvement in fuel consumption through such a technology, may well be negated through increases in acquisition price and maintenance costs. The work further demonstrates that if policy makers want to direct the industry towards greener propulsion solutions, then an increase in CO 2 emission taxation may be appropriate. [ABSTRACT FROM AUTHOR]

Abstract: The better to explore the regional characteristics of inter-provincial CO2 emissions and the rational distribution of the reduction of emission intensity reduction in China, this paper proposes an improved PSO-FCM clustering algorithm. This method can obtain the optimal cluster number and membership grade values by utilizing the global capacity of Particle Swarm Optimization (PSO) on Fuzzy C-means (FCM). The clustering results of CO2 emissions indicate that the 30 provinces of China are divided into five clusters and each has its own significant characteristics. Compared with other clustering methods, the results of PSO-FCM are more explanatory. The most important indicators affecting regional emission characteristics are CO2 emission intensity and per capita emissions, whereas CO2 emission per unit of energy is not obvious in clustering. Furthermore, some policy recommendations on setting emission reduction targets according to the emission characteristics of different clusters are made. [Copyright &y& Elsevier]

Abstract: This study aims to examine how mitigating CO2 through a carbon tax might affect the development goals of narrowing urban–rural gap and improving people’s living standard. In this study, the China Energy and Environmental Policy Analysis (CEEPA) model, a recursive dynamic computable general equilibrium model, was employed to simulate taxing carbon in China. Different carbon tax schemes were designed and their impacts on household disposable income, household welfare, economic growth, and CO2 emissions were compared. Results show that, given the current social security system that obviously favors urban households and the current investment-driven economic growth pattern, without complementary measures for protecting households, a carbon tax will not only widen the urban–rural gap, but also reduce the living standards of both urban and rural households. The negative impacts caused by carbon tax will enlarge over time. An ideal solution, no matter under an emission intensity goal or a total amount control goal, is to reduce indirect tax with carbon tax revenue, whilst increase the share rural households obtain in government transfers. [Copyright &y& Elsevier]

Due to several reasons, ranging from environmental concerns to security of energy supplies, almost every country in the OECD implemented a host of energy efficiency policies. Although each government made its choice as to which kind of measures to take in order to deal with this subject, as well as how they would implement them, all of the analyzed programs fit into five basic categories, given below: (1) restrictive regulations, (2) information to the public, (3) creation of market asymmetries, (4) funding/loans programs and (5) state capital/private capital partnerships. Class 1 programs rely on restrictive legislation in order to ensure that manufactured/marketed products are in accordance with energy-efficiency performance standards. Class 2 initiatives aim at raising public awareness of energy-efficiency issues in order to achieve better market penetration of energy-efficient technologies, adoption of demand-side management and other desirable change in lifestyles and consumer behaviour. Class 3 measures work by tipping the scale in favour of energy-efficient technologies and appliances, either by offsetting economic disadvantages they might initially present or by circumventing any other structural barrier to their adoption/purchasing. Class 4 policies refer to purchasers and energy consumers that otherwise would not be able to make use of energy-efficient technologies because of their high initial costs. The Government gives funding or loans in order to offset this cost. Most of the partnerships in class 5 are research partnerships in which governmental departments set research goals and choose private research projects for financial funding through competitive solicitation processes. Other initiatives under this classification are free-of-charge state consultancy services. There are particular programs that fall into more than one of those ‘families’. Actually, initiatives in the third group are frequently a combination of measures from the first and second groups. Additionally, policies in class 5 are sometimes a mix of class 4 (funding) and 2 (information) measures. A comparative table will be assembled, where: (1) Each country will have its energy-efficiency policies classified as a regulatory program, informative campaign, creation of market asymmetry, funding/loan or partnership, with notes regarding overlapping of classes when it happens. Data will be tabulated with basic policy categories as columns; program names being entered in the proper places for their respective countries. (2) Programs will be described in brief, having their present results summarized or prognostics being given where current data only allow for that (data available August 2001). (3) Programs will be comparatively analyzed in each of the five basic policy categories. The overarching goal of this comparative table is to provide an initial basis for an applicability analysis of such policies to South America, being specifically aimed at the Brazilian energetic sector. It is part of a greater effort to achieve efficient energy use in Brazil. [Copyright &y& Elsevier]

Regulatory control forms the bedrock of the environmental policies of many countries. Whilst this interventionist approach can ensure a certain minimum standard would be achieved, far greater results can be achieved if it is augmented by a voluntary assessment-scheme. The benefits of having both approaches are explored in the paper with reference to the building energy codes and a voluntary building environmental-performance assessment scheme HK-BEAM, both of which are being implemented in Hong Kong. Quantification of the possible range of energy saving was based on the design characteristics of 22 commercial buildings in Hong Kong. The need for and the benefits of using the energy assessments within HK-BEAM as an alternative compliance route to the building energy codes are confirmed and the compliance criteria are established. The potential energy-saving through the use of the regulatory and the voluntary-based approaches were estimated to be from about 8% to more than 30%. [Copyright &y& Elsevier]

• The new tax schedule of gas slightly reduces emissions but raises the tax revenue. • The new tax schedule of vehicle reduces vehicle fleet but not emissions. • The Euro 6 cars and Euro 4 buses and PUJs significantly improve public health. • The improved accessibility reduces energy demand but not pollutant emissions. • All the low carbon scenarios should be integrated to achieve sustainable mobility. An increase in private vehicle fleet and usage exacerbates the overuse of petroleum products, air quality degradation, and public health risks, among other drawbacks. This study investigated the energy and environmental benefits for private passenger vehicles under various scenarios in Metro Manila, the Philippines. The findings are informative to design policy implications for energy and environmental benefits. The study applied the Gaussian copula-based multinomial logit (MNL)-linear regression to develop the household vehicle ownership and energy consumption model using the disaggregated data of 1,795 households collected in 2017. The simulated vehicle fleet and energy consumption were then adopted to extrapolate energy demand, emissions, and public health risks for a 2010–2050 horizon using the bottom-up approach. Under the baseline scenario, the energy demand and carbon dioxide (CO 2) emissions will reach 5.45 million tonnes of oil equivalent (Mtoe) and 16.93 million tonnes (Mt) in 2050, respectively. The amounts of hydrocarbon (HC), carbon monoxide (CO), sulfur dioxide (SO 2), nitrogen oxides (NO X), particulate matter 10 (PM 10) and particulate matter 2.5 (PM 2.5) emissions, and economic loss of health risks will be 6,214 tonnes (t), 62,136 t, 536 t, 10,550 t, 1,348 t, 996 t, and 237 Million USD, respectively, under the baseline scenario in 2050. Improvement of accessibility significantly reduces energy demand and CO 2 emissions. Introduction of Euro 6 cars and Euro 4 buses and Public Utility Jeepneys noticeably improves public health. The new tax schedules on gas and vehicle maximize the tax revenue. The integration of all the mentioned alternatives can achieve sustainable mobility and urbanization. [ABSTRACT FROM AUTHOR]