Transportation is one of the main contributors to greenhouse gas emissions. Climate regulations on transportation are often a mix of sector-specific regulations and economy-wide measures (such as emission pricing). In this paper we consider how different and partly overlapping climate regulations interact and what are the effects on economic welfare, abatement costs and emissions? Our focus is on Norway, a nation where high taxation of conventional fossil-fuelled cars has paved the floor for another pillar of climate policies: promotion of electric vehicles (EVs) in private transport. Our contribution to the literature is two-fold. First, we analyse the costs and impacts of the partly overlapping climate regulations in transportation—the cap on domestic non-ETS emissions and the goal of all new cars for private households being EVs—focussing on the outcome in 2030. Second, we respond to a gap in the literature through a methodological development in economy-wide computable general equilibrium (CGE) approaches for climate policy by introducing EV technologies as an explicit transport equipment choice for private households. We find that, for the case of Norway, combining a specific EV target with policy to cap emissions through a uniform carbon price more than doubles the welfare costs.

交通运输是温室气体排放的主要贡献者之一。交通运输气候法规通常是针对特定部门的法规和整个经济范围的措施（例如排放定价）的结合。在本文中，我们考虑不同且部分重叠的气候法规如何相互作用，以及对经济福利、减排成本和排放有何影响？我们的重点是挪威，该国对传统化石燃料汽车征收高额税收，为气候政策的另一个支柱奠定了基础：在私人交通中推广电动汽车 (EV)。我们对文学的贡献是双重的。第一的，我们分析了交通领域部分重叠的气候法规的成本和影响——国内非 ETS 排放上限和私人家庭所有新车均为电动汽车的目标——重点关注 2030 年的结果。其次，我们应对差距在文献中，通过引入电动汽车技术作为私人家庭的明确交通设备选择，对气候政策的整个经济范围内的可计算一般均衡（CGE）方法进行了方法论发展。我们发现，就挪威而言，将具体的电动汽车目标与通过统一碳价限制排放的政策相结合，会使福利成本增加一倍以上。我们通过引入电动汽车技术作为私人家庭的明确交通设备选择，通过在整个经济范围内可计算一般均衡（CGE）气候政策方法的方法论发展来应对文献中的空白。我们发现，就挪威而言，将具体的电动汽车目标与通过统一碳价限制排放的政策相结合，会使福利成本增加一倍以上。我们通过引入电动汽车技术作为私人家庭的明确交通设备选择，通过在整个经济范围内可计算一般均衡（CGE）气候政策方法的方法论发展来应对文献中的空白。我们发现，就挪威而言，将具体的电动汽车目标与通过统一碳价限制排放的政策相结合，会使福利成本增加一倍以上。