This thesis investigates three major aspects of energy consumption rebound effects (RE) in three papers. More specifically, the issues addressed are (i) the magnitude of economy-wide rebound effect (ii) the role of energy policy instruments in mitigating it and (iii) its channels of impact. The research begins with the estimation of cross-country economy-wide rebound effects for a panel of 55 countries over the period 1980 to 2010. A two-stage approach is utilized in which energy efficiency is first estimated from a stochastic input distance frontier (SIDF). The estimated energy efficiency is then used in a second stage dynamic panel model to derive short-run and long-run RE for an array of developing and developed countries. The cross-country point estimates indicate substantial RE magnitudes across sampled countries during the period under consideration, although a positive and encouraging finding is the declining RE trend across most of the sampled countries during the study period. The second paper contains an RE benchmark for 19 EU countries, as well as an investigation of the effects of two energy policy instruments (energy taxes and ener-gy R&D) on RE performance over the period 1995 to 2010. The results indicate that RE performance improved over the sample period, reinforcing the results from paper one. In addition, there is also some evidence suggesting that binding market-based instruments such as energy taxes have been more effective in restricting RE than in-direct instruments such as energy R&D during the period under consideration. This is consistent across both estimated model specifications. An important observation from the first essay is the slightly larger average RE across the non-OECD countries. For this reason, the last empirical chapter evaluated the channels through which RE stimulated energy use across productive sectors of major developing/emerging economies, namely Brazil, Russia, India, Indonesia and China. To achieve this, the essay relied on duality theory to decompose changes in energy demand into substitution and output effects through the estimation of a trans-log cost function using data spanning 1995-2009. Findings reveal that energy use elasticities across sampled sectors/countries are dominated by substitution effects. One intriguing result that also emerges from this analysis is the role of economies of scale and factor accumulation, rather than technical progress, in giving rise to eco-nomic growth and energy consumption in these countries during the period under consideration.

The world crucially needs to reduce the level of emissions being released in the environment in order to combat climate change. With the global population increasing and economies continuing to grow, the circular economy has been heralded by many as the potential solution to economic prosperity whilst also reducing primary resource use and emissions. However, the existence of environmental rebound effect has the potential to severely limit the emission reductions of the circular economy by increasing consumption elsewhere. This paper focuses on the definition of economic rebound effect and on its impact on a peer-to-peer boat sharing platform in Finland. A survey completed by users of the platform allowed for the quantitative analysis of environmental rebound effect experienced by the users and also provide insight into the consumption behaviour that created the most negative consequences. Rebound was experienced by almost all users with almost a third of users experiencing a backfire in which their overall emissions increased as a result of consumption made possible by the economic benefits of shared access. Primary production and the substitution of air travel for the leasing of a boat created large reductions in emissions, however, this was counteracted by increases in personal use and increased air travel by others. This real-life study of environmental rebound effect shows both its existence and impact on the peer-to-peer sharing of boats in Finland.

<p>This thesis consists of four papers: two of them deal with the relationship between consumption, energy taxation, and emissions on macro level, and two of them focuses on the effects of changes in consumption and income on the environmental quality on a micro level.</p><p>The main objective of paper [I] is to examine how exogenous technological progress, in terms of an increase in energy efficiency, affects consumption choice by Swedish households and thereby emissions of carbon dioxide (CO2), sulphur dioxide (SO2) and nitrogen oxide (NOx). The aim of the paper is closely related to the discussion of what is known as the “rebound effect”. To neutralise the rebound effect, we estimate the necessary change in CO2 tax, i.e. the CO2 tax that keeps CO2 emissions at their initial level. In addition, we estimate how this will affect emissions of sulphur dioxide and nitrogen oxides. The results indicate that an increase in energy efficiency of 20 percent will increase emissions of CO2 by approximately 5 percent. To reduce the CO2 emissions to their initial level, CO2 tax must be raised by 130 percent. This tax increase will reduce the emissions of sulphur dioxide to below their initial level, but will leave the emissions of nitrogen oxides at a higher level than initially.</p><p>One of the premises implied in paper [II] is that the changes in consumer prices, as a result of changes in environmental taxes, may send a different signal to the consumer compared with other changes in consumer prices, such as changes in producer price. In addition, this assumed difference in the signaling effect of the changes in environmental taxes, compared to changes in the producer price, may also differ between different commodities. To achieve the objectives a system of demand functions for Swedish households is estimated. To test for the signalling effect of environmental taxes the consumer price for energy goods is partitioned into a producer price part and a tax part.</p><p>In Paper [III], we estimate the income elasticity of demand for recreational services and other traditional groups of goods in Sweden and we test for potential changes in such estimates over the twentieth century. The paper uses Swedish household surveys for the years 1913, 1984, 1988, and 1996. Because of the difficulty of directly observing the demand for recreational services, we employ an indirect methodology by using the demand for some outdoor goods as proxies for the recreational services demand.</p><p>In paper [IV], we investigate the relationship between pollution and income at the household level. Here we want to investigate, and hence contribute to the existing literature, under what conditions concerning individual preferences and the link between consumption and pollution a linear relationship are to be expected, but also to empirically assess the relationship. To achieve our objective we formulate a model determining different type of households’ choice of consumption for goods. Furthermore we link the demand model to emission functions for the various goods. The results from the empirical analysis show that, at least in a close neighbourhood of observed income/pollution, we can reject linearity for all three types of pollutions, CO2, SO2, and NOx. According to our results the pollution/income relationships are all strictly concave. Thus the implication is that the income distribution seems to matter in the sense that equalization of income will lead to higher emissions. Furthermore it is shown that the slope as well as the curvature differs between different types of households, which means that preferences differ across households.</p>

This thesis consists of four papers: two of them deal with the relationship between consumption, energy taxation, and emissions on macro level, and two of them focuses on the effects of changes in consumption and income on the environmental quality on a micro level. The main objective of paper [I] is to examine how exogenous technological progress, in terms of an increase in energy efficiency, affects consumption choice by Swedish households and thereby emissions of carbon dioxide (CO2), sulphur dioxide (SO2) and nitrogen oxide (NOx). The aim of the paper is closely related to the discussion of what is known as the “rebound effect”. To neutralise the rebound effect, we estimate the necessary change in CO2 tax, i.e. the CO2 tax that keeps CO2 emissions at their initial level. In addition, we estimate how this will affect emissions of sulphur dioxide and nitrogen oxides. The results indicate that an increase in energy efficiency of 20 percent will increase emissions of CO2 by approximately 5 percent. To reduce the CO2 emissions to their initial level, CO2 tax must be raised by 130 percent. This tax increase will reduce the emissions of sulphur dioxide to below their initial level, but will leave the emissions of nitrogen oxides at a higher level than initially. One of the premises implied in paper [II] is that the changes in consumer prices, as a result of changes in environmental taxes, may send a different signal to the consumer compared with other changes in consumer prices, such as changes in producer price. In addition, this assumed difference in the signaling effect of the changes in environmental taxes, compared to changes in the producer price, may also differ between different commodities. To achieve the objectives a system of demand functions for Swedish households is estimated. To test for the signalling effect of environmental taxes the consumer price for energy goods is partitioned into a producer price part and a tax part. In Paper [III], we estimate the income elasticity of demand for recreational services and other traditional groups of goods in Sweden and we test for potential changes in such estimates over the twentieth century. The paper uses Swedish household surveys for the years 1913, 1984, 1988, and 1996. Because of the difficulty of directly observing the demand for recreational services, we employ an indirect methodology by using the demand for some outdoor goods as proxies for the recreational services demand. In paper [IV], we investigate the relationship between pollution and income at the household level. Here we want to investigate, and hence contribute to the existing literature, under what conditions concerning individual preferences and the link between consumption and pollution a linear relationship are to be expected, but also to empirically assess the relationship. To achieve our objective we formulate a model determining different type of households’ choice of consumption for goods. Furthermore we link the demand model to emission functions for the various goods. The results from the empirical analysis show that, at least in a close neighbourhood of observed income/pollution, we can reject linearity for all three types of pollutions, CO2, SO2, and NOx. According to our results the pollution/income relationships are all strictly concave. Thus the implication is that the income distribution seems to matter in the sense that equalization of income will lead to higher emissions. Furthermore it is shown that the slope as well as the curvature differs between different types of households, which means that preferences differ across households.

The aim of this thesis is to give a perspective on the development of the Swedish automobility between 1950 and 2007. New knowledge on automobility’s role for economic historical development will be achieved by studying the interaction between the diffusion of the private car on the national and the regional level, and the households’ preferences and the government’s regulations of car ownership. The first paper, Two Sides of the Same Coin?, compares car diffusion in Norway and Sweden to find explanations for the national and regional patterns. We ask whether the slower diffusion in Norway can be explained with national differences in income, institutions, infrastructure and population settlements; or if regional differences in income and population density have affected the outcome? Our conclusion is that car diffusion in Norway and Sweden displays two sides of the same coin; the national levels converged, but the process did not follow the same regional pattern. Regional differences in income and population density have in general been a significant explanation for car density in Sweden, but not in Norway.   The second paper, Driving from the Centre to the Periphery?, examines whether the diffusion of private cars followed the over-all socio-economic and geographical changes in Sweden from 1960 to 1975. In particular, it studies if ownership per capita followed changes in income or changes in population density (urbanisation). The analysis is based on unique Swedish parish-scale census material that includes all private car owners for the years 1960, 1970 and 1975. Our conclusion is that income levels were more important than other explanations for the diffusion of private cars in Sweden between 1960 and 1975. The third paper, ‘En ledande och samordnande funktion’, contributes with new knowledge on how the Swedish government has organised traffic safety in certain ways since the 1950s. The emphasis is on the establishment and closing down of the National Road Safety Office (TSV) and how the changing forms of organisations before, during and after TSV have been reflected in the road plans from 1958, 1970 and 1990. Our conclusion is that the motives for both establishment and closing down of the TSV were the same; to create a more efficient organisation regarding traffic safety. These changes have been reflected in the road plans where an increased control over the infrastructure can be recognised, especially during the last two decades. The fourth paper, A Dark Side of Car Ownership, examines whether improved technical performance with respect to fuel consumption have been counterbalanced through increasing engine power and weight, how such properties are valued by the consumers, and in what way political instruments have affected this development. The analysis is based on historical data covering all car models within the 50 percentiles of new registrations. Our conclusion is that a vehicle purchase rebound effect can be identified since the fuel consumption has decreased over time, while the engine effect has increased. Also, the Swedish car fleet has developed in a setting of political instruments and regulations working in favour of larger and more fuel consuming cars.

No description available.

Det tolfte målet i FN:s Agenda 2030 handlar om hållbar konsumtion och produktion, som bland annat innefattar mål om en hållbar användning av naturresurser. En strategi som blivit allt mer populär för att effektivisera användandet av naturresurser är återvinning. Den främsta miljöfördelen med återvinning vilar på ett antagande om att det faktiskt ersätter behovet av att ta ut nya resurser från naturen. Syftet med detta kandidatexamensarbete är att ge en ökad kunskap om hur olika aktörer inom koppar- och pappersbranschen ser på återvinning och dess möjligheter att ersätta naturresursutvinning. För att undersöka detta har intervjuer hållits med både företag och myndigheter som verkar i eller har kunskap om respektive branscher. Resultatet visar på, enligt de tillfrågade, att en ersättning i dagsläget inte är möjlig. Vad detta beror på verkar dock skilja sig åt mellan de två olika fallen. Resultatet visar att aktörerna inom kopparbranschen menar att efterfrågan på koppar ökar mer än den koppar som finns tillgänglig för återvinning till följd av elektrifieringen. För papper är det dock en annan faktor som styr möjligheten för ersättning enligt de tillfrågade. Enligt de tillfrågade aktörerna krävs en viss inblandning av färskfiber kontinuerligt eftersom styrkan hos pappersfibrerna försämras vid varje återvinningsprocess. Aktörerna nämner att det finns förbättringsåtgärder, dessa syftar dock mer åt att förbättra återvinningen generellt och kanske inte nödvändigtvis bidrar till att öka ersättningen. / Responsible consumption and production is one of the Sustainable Development Goals formulated by the UN in 2015. One of the targets concerns sustainable management and use of natural resources. One strategy that has gained more popularity throughout the years to handle this question is recycling. The prime environmental benefit is based on the assumption that recycling displaces the need to extract natural resources. The purpose of this study is to provide increased knowledge of the actors' perspective on the potential of recycling to displace natural resource extraction in the copper and paper industry. Interviews have been done with both companies and authorities. The results show that a complete displacement is not possible. However, the causes of this seem to differ between the two cases. The respondents of the copper industry mention that the increased demand of the metal which will occur as a consequence of the electrification process makes it difficult for a displacement. For paper, on the other hand, the quality loss the fibers suffer from at every recycling process requires continuous supply of raw fiber. However, the results also show a range of improvements that can be implemented to improve recycling in general, if those as well increase the displacement is not necessarily certain.

From a big picture perspective, investing in energy efficiency in the existing stock of residential buildings in the United States brings unquestioned economic, employment and environmental benefits. The aggregation of energy and dollar savings from millions of small improvements in efficiency adds up to enormous regional and national savings. By employing cost-effective investments in building efficiency, we could reduce the cumulative energy use of America's housing stock by twenty-eight percent, save Americans $41 billion annually, abate 360 megatons of CO-2 (Choi Granade, et.al., 2009), and meet fifty percent or more of the expected electric load growth by 2025 (EPA, 2008). In Virginia alone investing in the efficiency of our existing stock of buildings could save the commonwealth's residents $2.2 billion annually by 2025 (ACEEE, 2008). But from the perspective of the individual property owner the potential benefits of investing in energy efficiency, although just as real, are either less obvious or have impediments to their attainment. Understanding and overcoming these micro-impediments to energy investing is essential to realizing the macro-benefits of energy efficiency. Consequently, any successful local energy program must tailor its efforts to address the barriers to investing in efficiency at the level of the individual consumer. This thesis, through an analysis of existing and emerging residential energy programs, along with a review of the behavioral and economic literature on the subject, aims to point out the micro-impediments to achieving macro-reductions in energy use. Becoming familiar with these obstructions on the level of the individual consumer is the first necessary step in producing model guidelines for a successful whole house local energy efficiency program. Although the basic tenets of these guidelines could be used as the basis for any locally organized energy program in the U.S., they are specifically tailored in this thesis for the Commonwealth of Virginia. / Master of Urban and Regional Planning

To curb greenhouse gases and mitigate climate change is one of the biggest challenges human society face today. Carbon dioxide (CO2) has accumulated rapidly in the atmosphere as a consequence of burning of fossil fuels and deforestation. The aim of this study is to explore two methods to store carbon dioxide in geological formations and biological sinks. The aim is also to discuss the two mitigation options from a sustainable perspective and whether it can lead to a better environment and benefits for local and global societies. The research questions are: Which method to store carbon dioxide, geological or biological, is the most effective? Which method to store carbon dioxide, geological or biological, has the greatest potential to promote sustainable development for local communities? The method used is a comparative case study and presents four case studies that explore the potential for CO2 storage offshore in Norway and Brazil; and in tropical forests in Mexico and Brazil. The mitigation options are discussed from two different theoretical perspectives. The principle of the theory of ecological modernisation is that innovation and environmentally friendly technology can solve the environmental problems human societies face today, whereas the theory of common pool resources promotes local communities to govern limited resources in order to manage them sustainably. The findings suggest that ecological modernisation legitimize environmental destruction as carbon dioxide storage in geological formations (CCS) use the technology as a mean to extract more oil and gas; which results in a rebound-effect. Therefore, carbon dioxide capture in geological formations is not a realistic method unless it can prevent further emissions. Protected forest resources can be seen as biological insurance, which safeguard ecosystem services, biodiversity, and the forest potential to hold carbon. Carbon sequestration in tropical forest has the potential to store carbon dioxide given that the forests are protected and local communities have tenure rights, knowledge, and the means to protect the forest and manage them sustainably.

Cette thèse porte sur les instruments de politique publique permettant de réduire les émissions de CO2 liées à l’usage des véhicules particuliers. La mise en place de ces instruments est légitime et nécessaire compte tenu de la contribution de ces véhicules au changement climatique (17% des émissions de CO2 en France en 2010). Dans le cadre d’une modélisation théorique en équilibre partiel et statique du marché automobile, les travaux considèrent deux leviers de réduction d’émissions : l’amélioration de la performance énergétique des véhicules et la diminution des distances parcourues. Dans un premier Chapitre consacré à l’analyse côté offre du système automobile, la question de recherche est de déterminer si, d’une part, une coopération entre acteurs de la filière automobile conduit à la production de véhicules plus économes en carburant qu’en l’absence de coopération, et d’autre part, si cette coopération est un substitut ou non à l’intervention publique. L’impact de la demande de véhicules économes en carburant sur les décisions d’investissement et de coopération des producteurs est démontré, ce qui justifie la mise en place d'outils de politique publique stimulant la demande. Aussi, le deuxième Chapitre est consacré à l’analyse de la demande de véhicules et de kilomètres. L’accent est mis sur l’interdépendance entre ces deux demandes, qui est à l’origine du phénomène bien connu d’effet rebond. Il est question d’étudier l’impact de cet effet rebond sur l’efficacité des taxes différenciées à l’achat et des taxes à l’usage des véhicules. Enfin, l’ambition du dernier Chapitre est tenir compte des effets de ces instruments sur l’utilité des ménages et le profit pour la filière automobile. L’objectif plus large est de déterminer si les décideurs publiques sont à mêmes de lutter contre les émissions de CO2 des véhicules tout en augmentant le bien-être de la population et la croissance économique. / This Thesis analyses public economic policies enabling to reduce CO2 emissions from car use. Implementing these tools is legitimate and necessary because of the high contribution of passenger vehicles to climate change (17% of CO2 emissions in France in 2010). Within a partial and static equilibrium model of the car market, the present research considers two distinct levers to cut CO2 emissions from car use: the improvements of passenger vehicles energy-efficiency, and a reduction in miles driven. In the first Chapter dedicated to an analysis of the supply-side of the automotive system, the research question consists in investigating on the one hand whether a cooperation among actors of the automotive sector leads to the production of vehicles that are less fuel-consuming than without the cooperation; and on the other hand whether this cooperation could be a substitute to a policy intervention. The impact of the demand for low fuel-consuming vehicles on the producers’ decision to invest and to cooperate is demonstrated; this justifies the implementation of policy tools stimulating demand. Hence, the second Chapter is dedicated to an analysis of the demand for vehicles and kilometres. Emphasis is placed on the interdependency between car choice and car use, which is at the root of the well-known phenomenon of rebound effect. The aim is to study the impact of that rebound effect on the efficiency of differentiated car purchase taxes and car use taxes. Lastly, the ambition of the last Chapter is to take the impacts of the latter pricing tools on households’ utility and automotive sector’s profit into account. More generally, the purpose is to investigate whether public decision-makers are able to mitigate CO2 emissions from car use while improving households’ well-being and economic growth.