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This paper examines the environmental impact of potential coordination on supply chains. A decentralized two-node supply chain is studied, in which one node is a buyer ordering from a second node, who is a supplier operating under the lot-for-lot policy. The supplier is allowed to use a quantity discount to manipulate the buyer’s decision reducing both his individual cost and system’s operational costs. This results in decreasing the frequency of deliveries. We demonstrate that environmentally friendly policies could be also cost saving. The crucial factor about the environmental benefits is the total distance travelled rather than the vehicle loads. We establish the magnitude of the environmental benefits using numerical examples under specific operational parameters. Complete and incomplete information cases are investigated, where the buyer and the supplier make their decisions to optimize their own business operations. [ABSTRACT FROM AUTHOR]

Metropolitan university campuses are unique places usually connected to cities and towns by motorised-transport infrastructures, originating an intense travel demand by car. This has triggered a growing concern about how policy action can be more effective to achieve sustainable mobility patterns. This paper aims to gain insight into how factors associated with what we term here as the “3Ss” approach (spatial location, socioeconomics and social behaviour) are influencing travel demand by car in the context of metropolitan university campuses. The daily mobility in the metropolitan Campus of the Autonomous University of Barcelona (UAB) in Greater Barcelona, Spain, provides the empirical focus. The obtained results explained the multifactorial origin of travel demand by car in the case study. First, it was seen how the age of the university mobile population and their weekly attendance at the UAB Campus were key factors in understanding the choice of taking a car in daily mobility. Second, statistical correlations were seen between car-weekly-km travelled by the university mobile population and factors such as gender, age, daily stay at the UAB Campus, and distance to the UAB Campus. The study also provides Autonomous University of Barcelona an excellent platform to reflect upon the elaboration of integrated transport policy packages. [ABSTRACT FROM AUTHOR]

The transport sector creates much environmental pressure. Many current policies aimed at reducing this pressure are not fully effective because the behavioural aspects of travellers are insufficiently recognised. Insights from behavioural economics can contribute to a better understanding of travel behaviour and choices, and the impact of these on policies. Nevertheless, few studies have examined this issue. We review these and provide a broader, more encompassing perspective on environmental policy focused on transport, and taking into account bounded rationality as well as social preferences. [ABSTRACT FROM AUTHOR]

• Propose a framework to account for the carbon footprint from crude oil distribution. • Estimate carbon emission intensity of maritime transportation of crude oil. • Demonstrate the differences of carbon emission intensity by trade lanes. • Emphasize the inclusion of downstream emission accounting for oil companies. International seaborne transport of crude oil takes place mainly on tankers, with annual seaborne crude flows totaling an estimated 12 billion barrels. To take into account the carbon footprint on crude oil from its international distribution segment, we utilize a micro-level dataset of more than 28,000 individual shipment samples to estimate each journey's carbon emissions. The unique detailed dataset enables us to aggregate carbon emissions at the country level for importers and exporters, by trade lane, and by vessel size categories. Our methodology provides a framework for crude oil consumers to dynamically account for the carbon footprint of the commodity which is transported via different trade routes and by different vessels (size and age). So far, this dynamic emissions accounting has been largely neglected by oil consumers who typically apply one single emission factor regardless its supply chain. Our results highlight the importance for importers to consider the origin and point-of-use of crude oil in order to have a comprehensive view of its carbon footprint. The quantitative analysis in this study can feed into well-to-tank fuel emissions factors for oil and oil products in order to adopt dynamic emissions factors in companies' carbon accounting. Finally, our research is important for the design of new environmental policies for the corporate Environmental Social Governance (ESG) reporting to include downstream logistics in the overall emission accounting of oil companies. [ABSTRACT FROM AUTHOR]