The increasing volume of greenhouse gases in the atmosphere has led to the creation of European Emissions Trading System (EU ETS). This system should also fulfil an incentive function to reduce emissions. The EU ETS also participates in revenues of the state budgets. This master thesis deals with impacts of EU ETS on revenues of state budgets for each member states of this system. The thesis is compiled with calculations of revenues of state budgets. This methodology is then applied to the assessment of the impact of auctioning of emission allowances on the Czech state budget and is demonstrated on three possible scenarios.

The objective of this study is to restrict the emission of greenhouse gasses by investigating if this objective would be reached by the implementation of a tax. Global warming is caused by the emission of greenhouse gasses into the atmosphere. In order to restrict global warming it is necessary for individuals and entities to act in a more environmentally friendly manner and to emit less greenhouse gasses. A further objective of this study is to investigate various measures that can be used as an incentive to restrict the emission of greenhouse gasses. This study found that the main emitters of greenhouse gasses are power stations, industries and the transport sector. This study will therefore focus on the reduction of greenhouse gasses in these areas. The way to identify methods used to reduce greenhouse gas emissions, is to investigate the techniques that first world countries use to reduce greenhouse gas emissions, to judge the level of success they achieved and to compare their methods to the definition of a “good tax”. It was found that “cap-and-trade” is a better model than carbon tax for the reduction of greenhouse gas emissions by power stations and industries. It was also found that a combination between a tax on fuel and a tax calculated on greenhouse gas emissions per kilometre for each individual vehicle will result in the greatest reduction in the emission of greenhouse gasses produced by the transportation sector. AFRIKAANS : Die doelwit van hierdie studie is om die vrystelling van groenhuis uitlaatgasse te beperk deur ondersoek in te stel of die doelwit bereik kan word deur die implementering van 'n belasting. Globale aardverwarming word veroorsaak deur 'n oormaat vrystelling van groenhuisgasse in die atmosfeer. Om globale aardverwarming te beperk, sal individue, sowel as entiteite, meer omgewingsvriendelik moet optree deur minder groenhuisgasse vry te stel. 'n Verdere doelwit van hierdie studie is om verskeie metodes, insluitende belasting, te ondersoek waardeur die vrystelling van groenhuisgasse verminder kan word. In die studie is vasgestel dat kragstasies, industrieë en vervoerstelsels die hoofvrystellers van groenhuisgasse is. Die fokus van die studie is dus gerig op die vermindering van groenhuisgasvrystelling spesifiek in hierdie areas. Die wyse om metodes, wat gebruik word om groenhuisgasvrystellings te verminder, te identifiseer, is om die tegnieke wat in eerste wêreldlande gebruik word te ondersoek, om die vlak van sukses wat daarmee bereik word, te bepaal en om daardie metodes teen die definisie van 'n “goeie belasting” te toets. Daar is gevind dat “uitlaatgas handel” 'n beter model is as koolstofdioksiedbelasting ten einde 'n vermindering van groenhuisgasvrystellings deur kragstasies en industrieë te bewerkstellig. Daar is ook gevind dat ‘n kombinasie van ‘n belasting op brandstof en ‘n belasting bereken op groenhuisgasvrystellings per kilometer van elke individuele voertuig die grootste vermindering in groenhuisgasvrystellings in die vervoerstelsel sal meebring. Copyright / Dissertation (MCom)--University of Pretoria, 2010. / Taxation / unrestricted

Climate change has become an important concern for most governments in the current day. The impact of global warming on economic productivity, human welfare and environmental sustainability is becoming increasingly apparent to most people on the planet, resulting in a rapid evolution of policy instruments which are capable of addressing the issue of climate change. The ultimate aim of these policy instruments is to influence corporate activity to environmentally sustainable behaviour. The two most common policy instruments to effect change to most environmentally sustainable behaviour is carbon taxation and cap-and-trade schemes. Linked to climate change and environmental sustainability is the concept of sustainable development which encompasses environmental sustainability, economic sustainability and social sustainability. These principles are formalized and made relevant for companies in the form of the triple bottom line. In South Africa, National Treasury implemented a carbon excise tax in 2010 for the motor vehicle manufacturing industry in response to the problem of global warming, and published a discussion document in support of their decision to implement carbon tax. The document highlighted reasons for the choice of carbon tax over other policy instruments such as cap-and-trade schemes and penalties. Even though the choice for carbon tax was assessed from an environmental perspective, the concept of sustainable development encompasses environmental, economic and social sustainability. The subject matter for the 1st article was to compare the two most widely used climate change instruments, known as cap-and-trade schemes and carbon tax, from the broader perspective of sustainable development. This included an analysis of the effects of both instruments on both greenhouse gases as well as economic indicators such as gross domestic product (GDP) and fiscal revenue. Linked to the implementation of any instrument designed to address carbon emissions is the concept of the social cost of carbon (SCC). The SCC is an estimate of the associated monetary cost of the damage cause by emitting one additional ton of carbon into the atmosphere. In a perfect world the SCC would be equal to, or lower than, the carbon tax price. National Treasury‟s carbon tax price has never been assessed from an economic perspective and in particular whether the price equates to the SCC from a feasibility viewpoint. The testing of the carbon tax price against the SCC from an economic perspective was the subject of the 2nd article, which then also evaluated the impact of carbon tax on motor vehicle manufacturer‟s production techniques and vehicle fuel efficiency. Under the assumption that the carbon tax price approximates the SCC it is arguable that companies are effectively paying for the damage cost to the environment in the form of the carbon excise tax implemented. If the argument holds true, then the corporate social investment expenditure may well be adjusted since corporate responsibilities to the environment have been partially addressed by the payment of carbon tax. The impact of carbon tax on CSI expenditure by motor vehicle manufacturers in South Africa was the subject of the 3rd article in the thesis. Furthermore, also linked to the implementation of carbon taxation for the motor vehicle industry is the financial and sustainability reporting of the motor vehicle manufacturers‟ tax in the sustainability report and financial statements. Since carbon tax was designed to promote behaviour toward a lower carbon footprint, evidence that such behaviour is being affected can be observed in a company‟s sustainability report, which specifies the company‟s planned path to carbon reduction in accordance with the disclosure standards set in the Global Reporting Initiative (GRI). In terms of financial accounting there is no specific International Financial Reporting Standard (IFRS) statement dealing with carbon tax, and the correct treatment thereof will have to be interpreted in accordance with existing accounting standards on revenue (IAS 18) and provisions (IAS 37). The subject matter of 4th article assessed motor vehicle manufacturers reporting compliance of carbon tax transactions in accordance with IFRS and the GRI. In summary, the implementation of carbon tax in South Africa is seen as a significant move in the fight against climate change. If the instrument is to be considered effective it must prove to be sustainable from an environmental, economic and social perspective. The effectiveness of the instrument can only be measured if it was accurately reported in the financial statements and sustainability reports in accordance with IFRS and the GRI. Furthermore, the instrument should not be seen as an opportunity by motor vehicle manufacturers to forego corporate responsibility to environment and thus should not impact CSI expenditure which is a significant part of the welfare contribution by South African businesses to the people of South Africa. / PhD (Tax), North-West University, Potchefstroom Campus, 2014

Climate change has become an important concern for most governments in the current day. The impact of global warming on economic productivity, human welfare and environmental sustainability is becoming increasingly apparent to most people on the planet, resulting in a rapid evolution of policy instruments which are capable of addressing the issue of climate change. The ultimate aim of these policy instruments is to influence corporate activity to environmentally sustainable behaviour. The two most common policy instruments to effect change to most environmentally sustainable behaviour is carbon taxation and cap-and-trade schemes. Linked to climate change and environmental sustainability is the concept of sustainable development which encompasses environmental sustainability, economic sustainability and social sustainability. These principles are formalized and made relevant for companies in the form of the triple bottom line. In South Africa, National Treasury implemented a carbon excise tax in 2010 for the motor vehicle manufacturing industry in response to the problem of global warming, and published a discussion document in support of their decision to implement carbon tax. The document highlighted reasons for the choice of carbon tax over other policy instruments such as cap-and-trade schemes and penalties. Even though the choice for carbon tax was assessed from an environmental perspective, the concept of sustainable development encompasses environmental, economic and social sustainability. The subject matter for the 1st article was to compare the two most widely used climate change instruments, known as cap-and-trade schemes and carbon tax, from the broader perspective of sustainable development. This included an analysis of the effects of both instruments on both greenhouse gases as well as economic indicators such as gross domestic product (GDP) and fiscal revenue. Linked to the implementation of any instrument designed to address carbon emissions is the concept of the social cost of carbon (SCC). The SCC is an estimate of the associated monetary cost of the damage cause by emitting one additional ton of carbon into the atmosphere. In a perfect world the SCC would be equal to, or lower than, the carbon tax price. National Treasury‟s carbon tax price has never been assessed from an economic perspective and in particular whether the price equates to the SCC from a feasibility viewpoint. The testing of the carbon tax price against the SCC from an economic perspective was the subject of the 2nd article, which then also evaluated the impact of carbon tax on motor vehicle manufacturer‟s production techniques and vehicle fuel efficiency. Under the assumption that the carbon tax price approximates the SCC it is arguable that companies are effectively paying for the damage cost to the environment in the form of the carbon excise tax implemented. If the argument holds true, then the corporate social investment expenditure may well be adjusted since corporate responsibilities to the environment have been partially addressed by the payment of carbon tax. The impact of carbon tax on CSI expenditure by motor vehicle manufacturers in South Africa was the subject of the 3rd article in the thesis. Furthermore, also linked to the implementation of carbon taxation for the motor vehicle industry is the financial and sustainability reporting of the motor vehicle manufacturers‟ tax in the sustainability report and financial statements. Since carbon tax was designed to promote behaviour toward a lower carbon footprint, evidence that such behaviour is being affected can be observed in a company‟s sustainability report, which specifies the company‟s planned path to carbon reduction in accordance with the disclosure standards set in the Global Reporting Initiative (GRI). In terms of financial accounting there is no specific International Financial Reporting Standard (IFRS) statement dealing with carbon tax, and the correct treatment thereof will have to be interpreted in accordance with existing accounting standards on revenue (IAS 18) and provisions (IAS 37). The subject matter of 4th article assessed motor vehicle manufacturers reporting compliance of carbon tax transactions in accordance with IFRS and the GRI. In summary, the implementation of carbon tax in South Africa is seen as a significant move in the fight against climate change. If the instrument is to be considered effective it must prove to be sustainable from an environmental, economic and social perspective. The effectiveness of the instrument can only be measured if it was accurately reported in the financial statements and sustainability reports in accordance with IFRS and the GRI. Furthermore, the instrument should not be seen as an opportunity by motor vehicle manufacturers to forego corporate responsibility to environment and thus should not impact CSI expenditure which is a significant part of the welfare contribution by South African businesses to the people of South Africa. / PhD (Tax), North-West University, Potchefstroom Campus, 2014

The first part of this thesis relies on stated and revealed preference survey results across a sample of U.S. households to first ascertain vehicle acquisition, disposal, and use patterns, and then simulate these for a synthetic population over time. Results include predictions of future U.S. household-fleet composition, use, and greenhouse gas (GHG) emissions under nine different scenarios, including variations in fuel and plug-in-electric-vehicle (PHEV) prices, new-vehicle feebate policies, and land-use-density settings. The adoption and widespread use of plug-in vehicles will depend on thoughtful marketing, competitive pricing, government incentives, reliable driving-range reports, and adequate charging infrastructure. This work highlights the impacts of various directions consumers may head with such vehicles. For example, twenty-five-year simulations at gas prices at $7 per gallon resulted in the highest market share predictions (16.30%) for PHEVs, HEVs, and Smart Cars (combined) — and the greatest GHG-emissions reductions. Predictions under the two feebate policy scenarios suggest shifts toward fuel-efficient vehicles, but with vehicle miles traveled (VMT) rising slightly (by 0.96% and 1.42%), thanks to lower driving costs. The stricter of the two feebate policies – coupled with gasoline at $5 per gallon – resulted in the highest market share (16.37%) for PHEVs, HEVs, and Smart Cars, but not as much GHG emissions reduction as the $7 gas price scenario. Total VMT values under the two feebate scenarios and low-PHEV-pricing scenarios were higher than those under the trend scenario (by 0.56%, 0.96%, and 1.42%, respectively), but only the low-PHEV-pricing scenario delivered higher overall GHG emission estimates (just 0.23% more than trend) in year 2035. The high-density scenario (where job and household densities were quadrupled) resulted in the lowest total vehicle ownership levels, along with below-trend VMT and emissions rates. Finally, the scenario involving a $7,500 rebate on all PHEVs still predicted lower PHEV market share than the $7 gas price scenario (i.e., 2.85% rather than 3.78%). The second part of this thesis relies on data from the U.S. Consumer Expenditure Survey (CEX) to estimate the welfare impacts of carbon taxes and household-level capping of emissions (with carbon-credit trading allowed). A translog utility framework was calibrated and then used to anticipate household expenditures across nine consumer goods categories, including vehicle usage and vehicle expenses. An input-output model was used to estimate the impact of carbon pricing on goods prices, and a vehicle choice model determined vehicle type preferences, along with each household’s effective travel costs. Behaviors were predicted under two carbon tax scenarios ($50 per ton and $100 per ton of CO2-equivalents) and four cap-and-trade scenarios (10-ton and 15-ton cap per person per year with trading allowed at $50 per ton and $100 per ton carbon price). Results suggest that low-income households respond the most under a $100-per-ton tax but increase GHG emissions under cap-and-trade scenarios, thanks to increased income via sale of their carbon credits. High-income households respond the most across all the scenarios under a 10-ton cap (per household member, per year) and trading at $100 per ton scenario. Highest overall emission reduction (47.2%) was estimated to be under $100 per ton carbon tax. High welfare loss was predicted for all households (to the order of 20% of household income) under both the policies. Results suggest that a carbon tax will be regressive (in terms of taxes paid per dollar of expenditure), but a tax-revenue redistribution can be used to offset this regressivity. In the absence of substitution opportunities (within each of the nine expenditure categories), these results represent highly conservative (worst-case) results, but they illuminate the behavioral response trends while providing a rigorous framework for future work. / text

Depuis plus de 30 ans, la Colombie construit sa politique de préservation des espèces faunistiques et de lutte contre le trafic illégal de ces espèces. Ce cadre institutionnel national s’est vu renforcé par la ratification de la convention CITES (Convention sur le commerce international des espèces de la flore et de la faune sauvages menacées d’extinction) en 1981. Pourtant, ce cadre institutionnel ne suffit pas à infléchir sur le trafic illégal des tortues marines en Colombie. L’analyse des failles du mode de régulation de type « commande et contrôle » montre les limites de l’intervention de l’Etat comme seul modèle possible à gérer le trafic illicite de tortues marines. D’où ma proposition de concevoir et mettre en place un mécanisme de quotas négociables de tortues marines décroissants dans le temps, renforcé par arrangements contractuels. Cette thèse a pour objectif de comparer l’efficacité de ces deux modes de gouvernance à réduire le trafic illégal de tortues marines, du point de vue la performance environnementale, de l’efficacité économique et de l’équité sociale. J’ai évalué les coûts de transactions pour démontrer que la variation dans la structure des coûts de transactions et la distribution de ces coûts auprès des acteurs concernés influent sur la performance finale du cadre institutionnel. Une analyse coûts-avantage a été réalisée pour justifier d’un changement institutionnel, en complément de l’analyse des coûts de transactions. Cette étude s’est situe au nord de la Colombie, sur un territoire de 30 km, territoire des indigènes Wayùu, étant le plus concerné par le trafic illégal de tortues vertes (Chelonia mydas) et tortues à écailles (Eretmochelys imbricata). / For over 30 years, Colombia built its national policy to protect wildlife species against the illegal traffic. The national institutional framework was strengthened by the ratification of the CITES (Convention on International Trade in Endangered Species of flora and fauna threatened with extinction) in 1981. However, this institutional framework is not sufficient to curb the illegal trade of marine turtles species. Despite some success to protect and recover some species, what really matters is the effectiveness of the national policy to conserve wildlife species. Hence my proposal to design and implement a cap and trade system based on transferable quotas decreasing in time, reinforced by contractual arrangements. This self-organized system aims at having zero catches level and enhance conformity and cooperation within the environmental regulation. This thesis aims to compare the efficacy of these two modes of governance to reduce the illegal trade of sea turtles based on the following criteria: the environmental performance, economic efficiency and social equity. I pursuit by estimating the corresponding transaction costs to show that the variation in the structure of transaction costs and the distribution of these costs among stakeholders affect the final performance of the institutional framework. Cost-benefit analysis was performed to justify institutional change, in addition to the analysis of transaction costs. This study is located in the north of Colombia, an area of 30 km, indigenous Wayuu territory, being more concerned with the illegal green turtles (Chelonia mydas) and hawksbill (Eretmochelys imbricata).

Handelssystem för utsläppsrätter används av flertalet länder och områden i ett försök att minska klimatförändringarna. Syftet med dessa handelssystem är att ge företag ekonomiska incitament att minska sina utsläpp av växthusgaser och på så vis gemensamt minska utsläppen på ett kostnadseffektivt sätt. Många av dessa system bygger på en ”cap and trade” princip, d.v.s. ett tak sätts för hur stora utsläppen får vara. För att säkerställa att de sammanlagda utsläppen inte överstiger taket kan företag förvärva utsläppsrätter genom gratis tilldelning eller köp. En utsläppsrätt innebär att företaget kan släppa ut en viss mängd växthusgaser. Företaget måste ha tillräckligt med utsläppsrätter för att täcka sina utsläpp, annars måste de köpa ytterligare utsläppsrätter av andra företag. Tanken är att man genom detta handelssystem gör det möjligt att minska utsläppen till minsta möjliga kostnad. I dagsläget finns det väldigt lite vägledning kring hur företag ska redovisa utsläppsrätter, vilket främst grundar sig i att åsikterna kring vad utsläppsrätter verkligen är går isär. En del hävdar exempelvis att utsläppsrätter ska ses som lager, medan andra hävdar att de är immateriella tillgångar. En argumentation har även först om att utsläppsrätter i grund och botten är rättigheter och därför ska behandlas som sådana i de finansiella rapporterna. I Nordamerika har organisationen FERC gett ut rekommendationer inom området, sedan tillbakadragandet av IFRIC 3 finns dock ingen vägledning i Europa. Syftet med studien är att undersöka hur 104 företag med säte i Nordamerika och Europa redovisar utsläppsrätter i sina finansiella rapporter. Vidare är syftet att fastställa om det finns några skillnader mellan kontinenter samt mellan sektorerna olja och gas, el samt naturgas. Dessutom förs en diskussion om reglering, särskilt i form av ytterligare standarder, kommer att förbättra kvaliteten på den information som delas i de finansiella rapporterna. Enligt tidigare forskning delger företag vanligtvis väldigt lite information gällande utsläppsrätter. Denna slutsats styrks även av vårt resultat då vår studie visar att en stor andel av företagen inte ens nämner utsläppsrätter i sina finansiella rapporter. Vidare har tidigare forskning visat att redovisningen av utsläppsrätter skiljer sig åt när det gäller klassificering såväl som värdering, något som även styrks av vårt resultat. Vårt resultat indikerar även att de skillnader som finns gällande klassificering och värdering delvis kan förklaras av sätes- och sektorstillhörighet men även av en viss påverkan från FERC och IFRIC 3 på respektive kontinent. Utsläppsrätter klassificeras vanligen som lager i Nordamerika och som immateriell tillgång i Europa, detta beror antagligen på att kontinenterna påverkas av FERCs rekommendation respektive IFRIC 3. Den vanligaste värderingsmetoden, på båda kontinenterna, är anskaffningsvärde. Bland de företag som inte använder sig av denna metod är skillnaderna mellan kontinenterna desto större. Resultatet tyder på att företagen vidtar försiktighet på grund av den osäkerhet utsläppsrätterna innebär. Utifrån detta drar vi slutsatsen att det finns stora skillnader i hur nordamerikanska och europeiska företag klassificerar och värderar utsläppsrätter i de finansiella rapporterna. Studien belyser hur val av redovisningsmetoder, gällande utsläppsrätter, skiljer sig åt mellan nordamerikanska och europeiska företag såväl som mellan olika sektorer. Vidare belyser studien hur den bristande regleringen påverkat kvaliteten i de finansiella rapporterna. Användbarheten i de finansiella rapporterna diskuteras även utifrån legitimitets-, intressent- såväl som institutionell teori. / Emission trading schemes are used by several countries and areas with the hope of mitigating climate change. The aim of these schemes is to create economic incentives for companies to reduce greenhouse gas emission and thereby cut the overall emissions cost-effectively. Many of these systems are based on a ”cap and trade” principle where a cap is set on the total amount of emission that can be emitted. To ensure that the overall emissions do not exceed the cap, companies receive, buy or trade emission allowances. These allowances give companies the right to emit a certain amount of greenhouse gases. The company must have a sufficient amount of allowances to cover the emissions, otherwise they must buy additional allowances from other companies. The idea behind this system is that it will make it possible to reduce emission where it costs less. Currently, there is very little guidance in terms of how companies should account for emission allowances. The main issue is that there are different views of what kind of an asset these allowances are. Some argue, for example, that emission allowances should be viewed as inventory while others argue that they should be seen as intangible assets. Arguments have also been made that these allowances are rights and therefore should be treated as such in the financial reports. In America, the organization FERC has given out some recommendations on the area and since the withdrawal of IFRIC 3, there is no guidance in Europe. The aim of this study is to investigate how 104 companies located in North America (USA and Canada) and Europe account for emission allowances in their financial reports. In addition to this, the study aims to determine whether any differences exist between the continents as well as between the sectors oil and gas, electric utility and natural gas. Furthermore, a discussion will be made whether guidance on the matter, especially in the form of additional standards, will improve the quality of the information in the financial reports. Previous research has concluded that companies usually disclose very little information regarding emission allowances. This conclusion is supported by our findings. Our study shows that many companies do not even mention emission allowances in their financial reports. Furthermore, previous research has concluded that the reporting of emission allowances differs among companies in terms of classification as well as valuation, which is consistent with our findings. Our results indicate that the differences in classification and valuation partly can be explained by location and industry affiliation but also by the influence of FERC and IFRIC 3 on the respective continent. Emission allowances are often classified as inventory in Northern America and as intangibles in Europe, which is probably due to the influence of FERCs recommendation and IFRIC 3. The most common valuation method on both continents are historical cost. Among companies that does not use this method the continental variations are major. These findings suggest that prudence plays a key part due to the uncertainty related to emission allowances. Based on this we conclude that there are major differences between how emission allowances are classified and valued in the financial report of North American and European companies. This study highlights how accounting choices differs among Northern American and European companies as well as among different sectors. Furthermore, this study highlights the lack of regulation and how this affects the quality of the financial reports. The usefulness of the financial reports is also discussed from a legitimacy-, stakeholder- and an institutional perspective.

Cette recherche s'intéresse à la modélisation des éco-industries et aux propriétés qui leurs sont généralement attribuées. Précisément, mettre l'accent sur les éco-industries requiert de faire des suppositions dont les conséquences ne sont pas triviales. Ce travail détaille ces conséquences ainsi que la pertinence de certaines. Le premier chapitre considère des éco-industries polluantes, alors que l'analyse économique sur ce sujet assume généralement que les biens et services environnementaux suppriment les polluants. Ce chapitre montre le mécanisme par lequel le marché distribue une activité aux éco-industries en fonction de leur technologie. Le deuxième chapitre enquête sur les limites à supposer une allocation de pollution positive à la solution optimale alors qu'une élimination complète serait possible. L'exemple de l'amiante montre qu'il existe des situations où la pollution-zéro est préférable à un niveau positif. Ce chapitre montre sous quelles conditions ce postulat est vrai. Le troisième travail se concentre sur la notion de services environnementaux. Ce chapitre montre que ceux-ci sont parfaitement substituables aux autorisations de polluer. L'Etat peut donc sélectionner le prix des services environnementaux et il devient possible d'établir une allocation optimale des ressources même en présence de compétition imparfaite. Enfin, le dernier chapitre détaille une supposée fusion entre un pollueur et son fournisseur de biens et services environnementaux. Il montre les répercussions de la fusion sur une firme non-intégrée et amène une discussion sur la différence entre réduction de la pollution en procédé-intégré ou en bout-de-chaîne. / This research focuses on the modeling of ecoindustries and the properties commonly assigned to them. Precisely, highlighting ecoindustries requires the making of some assumptions with nontrivial consequences. This work uncovers these consequences as well as the adequacy of some of them.The first chapter considers polluting ecoindustries, although economic analysis on the subject generally assumes that environmental goods and services suppress the pollutants. This chapter shows mechanisms through which the market distributes economic activity to ecoindustries according to their technology.The second chapter investigates the limits of supposing a positive pollution allocation at the optimal solution although complete suppression is feasible. The example of asbestos shows that there are situations in which zero-pollution is preferred to a positive amount. The chapter shows the conditions under which this hypothesis is true.The third work focuses on the concept of environmental services. This chapter shows that environmental services and pollution allowances are perfect substitutes, then the government can decide on their prices so that it is possible to decentralize a first-best allocation of resources even in the presence of imperfect competition.Finally, the last chapter details a fictional fusion between a polluter and its environmental goods and services supplier. It shows the consequences of such fusion on an unintegrated firm and opens a discussion on the difference between process-integrated and end-of-pipepollution abatement.

Climate change has become an increasingly important strategic issue for businesses to deal with. The stake is high particularly for those in energy-intensive industries as governments are implementing legislations that limit the carbon emission coming from these industries. Not only are such companies’ carbon emission confronted by regulatory bodies, but also various stakeholders such as customers and investors. Such pressures increased the business relevance of the issue and have provided various strategic contexts and drives. Businesses have responded in different ways to the changes that are coming with climate change. The purpose of this study was to provide insight into the dynamics and characteristics of carbon strategies. The case study companies were three pulp and paper companies located in Sweden, all subjected to the EU ETS regulation. In order to fulfill the purpose we have developed an analytical framework which we applied to the empirical findings. Based on our analysis we concluded that there are several factors that determine and drive the development of carbon strategies: sustainability, energy efficiency, market competition, and owners. The findings also revealed that the most prevalent response type was an optimization strategy, which is enhancing the carbon productivity from operational activities. The findings also confirmed the usefulness and comprehensiveness of the analytical framework employed to the understanding of carbon strategies and development factors.

Every country should have a moral responsibility to sanction its residents in a bid to curb the effects of global warming. South Africa has a unique economic and social set-up which has to be considered in crafting a policy and legislation or designing an environmental tax regime. The objective of this study was to analyse the current incentives for environmental taxes as contained in the Income Tax Act and provide recommendations on proposed changes to the existing incentives. In addition, it compares and establishes what South Africa can learn and adapt from Malaysia and Denmark, two countries who have successfully implemented environmental taxes and renewable energy incentives. It also explores the arguments for and against carbon tax (tax mechanism system) in South Africa on the energy intensive sector. The study continues to consider what the prospects are of achieving this purpose and the possible adverse impact it may have on the operating profits of energy-intensive companies. Carbon tax may result in a substantial elimination of tax contributions, a massive reduction in exports and major retrenchment and job losses, given the ever rising electricity tariff. There is much debate as to whether a cap-and-trade system would be preferable to a tax mechanism system, therefore the pros and cons of both systems are addressed and both systems’ sustainable positive and negative impacts are compared. This study explored the shortcomings of South Africa’s environmental tax laws by comparing them to the environmental tax regimes and the different incentives and tax rebates offered by Malaysia and Denmark to reduce emissions. The study firstly concluded that positive encouragement through incentivising green behaviour is preferable to a punitive tax mechanism given the fact that South Africa is still growing its economy. Therefore the introduction of a carbon tax would significantly reduce company profits, may result in unemployment and a substantial reduction in exports especially if it is not gradually introduced at a minimum charge given South Africa’s volatile labour and trade union nature. Secondly, if South Africa eventually decides to introduce carbon tax, it should emulate the Danish system that is taxing the industrial emission of carbon and earmark that income for industrial subsides and investment in greener sources of energy. AFRIKAANS : Elke land het 'n morele verantwoordelikheid om sy inwoners bewus te maak van aardsverwarming in 'n poging om die gevolge daarvan te bekamp. Suid Afrika het 'n unieke ekonomiese en sosiale opset het wat behoorlik oorweeg moet word voor ʼn groenbeleid of wetgewing geïmplementeer word. Die doelwit van die studie is om die huidige groenbelastingaansporings te analiseer soos in die Inkomstebelastingwet vervat en om aanbeveelings te maak in terme van moontlike veranderinge tot dié bepalings. Bykomstig hiertoe vergelyk en bepaal die studie wat Suid Afrika van lande soos Maleisië en Denemarke kan leer in terme van groenbelastingaansporings. Albei hierdie lande het 'n reputasie dat hulle groenbelasting en hernubare-energie aansporings suksesvol geimplementeer het. ‘n Ondersoek is gedoen om die impak van koolstofbelasting (belastingmeganisme ontwerp) in Suid-Afrika op die energie-intensiewe sektor te bepaal. Die impak van koolstofbelasting en die moontlike negatiewe gevolge wat dit kan inhou vir die bedryfswins van die energie-intensiewe maatskappye, word ook in ag geneem. Die negatiewe gevolge kan moontlik lei tot ‘n substansiële afname in belastingbydraes, 'n vermindering in uitvoere en verliese aan werkgeleenthede, gegewe die immer stygende elektrisiteitstariewe in Suid-Afrika. Daar word tans gedebatteer of 'n handelsbeperkingbeleid (plafon-en-handelstelsel) beter vir Suid Afrika sal wees as 'n belastingmeganisme ontwerp om koolstofvrystellings aan te spreek. Die voor- en nadele van elke stelsel sal ondersoek word en die twee stelsels se doeltreffendheid ten opsigte van die hantering van ekologiese uitdagings sal vergelyk word. Die studie sal die tekortkominge van Suid-Afrika se groenbelastingwette ondersoek deur dit te vergelyk met die groenbelastingstelsels, die verskillende aansporingsmeganismes en belastingkortings wat deur Maleisië en Denemarke aangebied word, om koolstofgasse te beperk of te verminder. Daar is eerstens tot die gevolgtrekking gekom dat positiewe aanmoediging deur insentiewe vir groengedrag verkies word bo ‘n belastingmeganisme aangesien Suid-Afrika in ‘n ontwikkelende stadium is. Koolstofbelasting mag 'n uitgebreide negatiewe effek op maatskappywins hê, wat kan lei tot ‘n toename in werkloosheid en ‘n aansienlike vermindering in uitvoere, veral as dit nie geleidelik geïmplementeer word teen 'n minimum koste nie., gegewe Suid-Afrika se wisselvallige arbeids-en vakbond-omgewing. Tweedens, indien Suid-Afrika besluit om koolstofbelasting te implementeer moet Denemarke se voorbeeld gevolg word waar belasting gehef word op industriële vrylating van koolstof. Die herinvestering van die belastinginkomste in die bedryf deur middel van subsidies vir navorsing en beleggings in alternatiewe energiebronne, skoner ontbranding van brandstof, koolstof-opname tegnologie en ander omgewingsinnoverings sal koolstofbelasting se sukses bepaal. / Dissertation (MCom)--University of Pretoria, 2012. / Taxation / unrestricted