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Abstract: With increasing demand for air transportation worldwide and decreasing marginal fuel efficiency improvements, the contribution of aviation to climate change relative to other sectors is projected to increase in the future. As a result, growing public and political pressures are likely to further target air transportation to reduce its greenhouse gas emissions. The key challenges faced by policy makers and air transportation industry stakeholders is to reduce aviation greenhouse gas emissions while sustaining mobility for passengers and time-sensitive cargo as well as meeting future demand for air transportation in developing and emerging countries. This paper examines five generic policies for reducing the emissions of commercial aviation; (1) technological efficiency improvements, (2) operational efficiency improvements, (3) use of alternative fuels, (4) demand shift and (5) carbon pricing (i.e. market-based incentives). In order to evaluate the impacts of these policies on total emissions, air transport mobility, airfares and airline profitability, a system dynamics modeling approach was used. The Global Aviation Industry Dynamics (GAID) model captures the systemic interactions and the delayed feedbacks in the air transportation system and allows scenarios testing through simulations. For this analysis, a set of 34 scenarios with various levels of aggressiveness along the five generic policies were simulated and tested. It was found that no single policy can maintain emissions levels steady while increasing projected demand for air transportation. Simulation results suggest that a combination of the proposed policies does produce results that are close to a “weak” sustainability definition of increasing supply to meet new demand needs while maintaining constant or increasing slightly emissions levels. A combination of policies that includes aggressive levels of technological and operations efficiency improvements, use of biofuels along with moderate levels of carbon pricing and short-haul demand shifts efforts achieves a 140% increase in capacity in 2024 over 2004 while only increasing emissions by 20% over 2004. In addition, airline profitability is moderately impacted (10% reduction) compared to other scenarios where profitability is reduced by over 50% which pose a threat to necessary investments and the implementation of mitigating measures to reduce CO2 emissions. This study has shown that an approach based on a portfolio of mitigating measures and policies spanning across technology and operational improvements, use of biofuels, demand shift and carbon pricing is required to transition the air transportation industry close to an operating point of environmental and mobility sustainability. [Copyright &y& Elsevier]

Abstract: The aim of the study, on which this paper is based, was to provide guidance to consumers to make environmentally responsible choices in their food consumption, to assist food supply chain stakeholders to identify the key areas for environmental improvements, and to provide policy makers with a tool for monitoring the potential impacts on climate change resulting from developments within the food sector. At the macro level, the EIO-LCA model was developed specifically for the Finnish food chain; at the micro level, LCAs were performed on 30 lunch portions. The contribution of the Finnish food chain to climate change was 14%, which comprised 40% CO2 emissions, 25% CH4 emissions, and 34% N2O emissions. The share of impacts from domestic agricultural processes was the highest, at 69%. The impact of a single lunch portion ranged between 0.65 and 3.80 kg of equivalent CO2. According to the EIO-LCA model, the average impact was 7.7 kg CO2 eq/person daily. The consumer phase accounted for between 8 and 47% of the climate change impacts for homemade portions. In ready-to-eat portions industry and retail phases were emphasized, representing 25–38% of climate change impacts. We present an approach to steer the Finnish food sector onto an environmentally sustainable path; practical tools for consumers and farmers will especially need to be developed further. [Copyright &y& Elsevier]

Abstract: Characterizing the carbon footprint (CF) of agricultural production offers key information for pursuing low carbon agriculture and food consumption. While China has long strived for increasing food production capacity for its large and still growing population, the high emissions cost, especially from the over use of agro-chemicals, has been widely debated for the last decade. However, the CF of China''s crop production has not yet been assessed. This paper reports a basic estimate of CF of crop production using national statistical data available for the period of 1993–2007. The dataset includes the amount of individual agricultural inputs (fertilizer, pesticide, diesel, plastic film, etc.), cultivation area and total of production whole crops. Using the emission factors estimated for China''s agricultural features and available abroad, the mean overall CF of China''s crop production was estimated to be 0.78±0.08tCEha−1 yr−1 and 0.11±0.01tCEt−1 yr−1, for land use and bulk production respectively. For the duration the data covered, the carbon intensity under cultivation land use was seen to increase since 1993. Among the total, fertilizer induced emissions exerted the largest contribution of ∼60%, being 0.45±0.04tCE per ha and 0.07±0.01tCE per ton of production, on average. Compared to the UK, the estimated overall CF of China''s crop production was higher in terms of cultivation land use. While there was a significant positive correlation of carbon intensity with total production, carbon efficiency was shown in a decreasing trend during 2003-2007. Therefore, low carbon agriculture should be pursued, and the priority should be given to reducing fertilizer application in agriculture of China. However, for developing best management practices for climate change mitigation in crop production of China, further studies of crop and regional specific CFs and the variation with climate conditions and agricultural managements are needed. [Copyright &y& Elsevier]

Carbon footprints for several shopping bag alternatives (polyethylene, paper, cotton, biodegradable modified starch, and recycled polyethylene) were compared with life cycle assessment. Stochastic uncertainty analysis was used to study the sensitivity of the comparison to scenario and parameter uncertainty. On the basis of the results, we could give only a few robust conclusions without choosing a waste treatment scenario or limiting the parameter space. Given the scenario of current waste infrastructure in Finland, recycled polyethylene bags seem to be the most preferable (−7 to 24 g CO eq./bag) and biodegradable bags the least preferable (38 to 60 g CO eq./bag) option. In each analyzed waste treatment scenario, a few parameters dominated the uncertainty of results. Most of these parameters were downstream of the shopping bag manufacturing (consumer behavior, landfill conditions, method of waste combustion, etc.). The choice of waste treatment scenario had a greater effect on the ranking of bags than parameter uncertainty within scenarios. This result highlights the importance of including several scenarios in comparative life cycle assessments. [ABSTRACT FROM AUTHOR]

Abstract: To mitigate anthropogenic climate change greenhouse gas emissions (GHG) must be reduced; their major source is man''s use of energy. A key way to manage emissions is for the energy consumer to understand their impact and the consequences of changing their activities. This paper addresses the challenge of delivering relevant, practical and reliable greenhouse gas ‘footprint’ information for small and medium sized businesses. The tool we describe is capable of ascribing parts of the total footprint to specific actions to which the business can relate and is sensitive enough to reflect the consequences of change. It provides a comprehensive description of all emissions for each business and sets them in the context of local, national and global statistics. It includes the GHG costs of all goods and services irrespective of their origin and without double accounting. We describe the development and use of the tool, which draws upon both national input–output data and process-based life cycle analysis techniques; a hybrid model. The use of national data sets the output in context and makes the results consistent with national and global targets, while the life cycle techniques provide a means of reflecting the dynamics of actions. The model is described in some detail along with a rationale and a short discussion of validity. As the tool is designed for small commercial users, we have taken care to combine rigour with practicality; parameterising from readily available client data whilst being clear about uncertainties. As an additional incentive, we also report on the potential costs or savings of switching activities. For users to benefit from the tool, they need to understand the output and know how much confidence they should place in the results. We not only describe an application of non-parametric statistics to generate confidence intervals, but also offer users the option of and guidance on adjusting figures to examine the sensitivity of the model to its components. It is important that the user does not see the model as a calculator that will generate one truth, but as a method of gaining insight and informing management decisions. We describe its application in tourism businesses in North West England as a demonstrator for the service sector remote from simple primary production, with brief case studies. We discuss its success compared to traditional approaches and outline further development work. [Copyright &y& Elsevier]

Most multicellular terrestrial organisms experience climate at scales of millimetres to metres, yet most species-climate associations are analysed at resolutions of kilometres or more. Because individuals experience heterogeneous microclimates in the landscape, species sometimes survive where the average background climate appears unsuitable, and equally may be eliminated from sites within apparently suitable grid cells where microclimatic extremes are intolerable. Local vegetation structure and topography can be important determinants of fine-resolution microclimate, but a literature search revealed that the vast majority of bioclimate studies do not include fine-scale habitat information, let alone a representation of how habitat affects microclimate. In this paper, we show that habitat type (grassland, heathland, deciduous woodland) is a major modifier of the temperature extremes experienced by organisms. We recorded differences among these habitats of more than 5°C in monthly temperature maxima and minima, and of 10°C in thermal range, on a par with the level of warming expected for extreme future climate change scenarios. Comparable differences were found in relation to variation in local topography (slope and aspect). Hence, we argue that the microclimatic effects of habitat and topography must be included in studies if we are to obtain sufficiently detailed projections of the ecological impacts of climate change to develop detailed adaptation strategies for the conservation of biodiversity. [ABSTRACT FROM AUTHOR]

Abstract: Recent studies have proposed that the consumption of farmed animal products must be curtailed to reduce anthropogenic greenhouse gas emissions. This paper argues that a careful assessment of the different emissions produced by different actual and potential diets is needed to evaluate whether or not restricting the consumption of farmed animal products could reduce greenhouse gas emissions, and if so, by how much. It is also argued that the question of whether or not the consumption of farmed animal products should be restricted must be addressed in the light of information derived from various sustainability indicators, rather than on the basis of a narrow focus on greenhouse gas emissions. A case study from the UK is used to develop a broader understanding of how dietary modifications might reduce a range of problems associated with the consumption of farmed animal products. It is argued that even more comprehensive studies of the different Global Health Impacts (GHIs) are needed to assess the merits and demerits associated with the consumption of farmed animal products. [ABSTRACT FROM AUTHOR]

Climate change is impacting species and ecosystems globally. Many existing templates to identify the most important areas to conserve terrestrial biodiversity at the global scale neglect the future impacts of climate change. Unstable climatic conditions are predicted to undermine conservation investments in the future. This paper presents an approach to developing a resource allocation algorithm for conservation investment that incorporates the ecological stability of ecoregions under climate change. We discover that allocating funds in this way changes the optimal schedule of global investments both spatially and temporally. This allocation reduces the biodiversity loss of terrestrial endemic species from protected areas due to climate change by 22% for the period of 2002-2052, when compared to allocations that do not consider climate change. To maximize the resilience of global biodiversity to climate change we recommend that funding be increased in ecoregions located in the tropics and/or mid-elevation habitats, where climatic conditions are predicted to remain relatively stable. Accounting for the ecological stability of ecoregions provides a realistic approach to incorporating climate change into global conservation planning, with potential to save more species from extinction in the long term. [ABSTRACT FROM AUTHOR]

The transport sector is responsible for a large and growing share of global emissions that affect climate change. Bus Rapid Transit (BRT) systems have been identified as an efficient public transport option, but their total emissions across the entire operation chain have not been quantified. This paper proposed a carbon footprint model of the BRT system based on a life cycle assessment (LCA) approach, with three components: infrastructures, fuels and vehicles. A case study of Xiamen City was carried out to offer a broader perspective on the greenhouse gas (GHG) impact. Results showed that the total carbon footprint of Xiamen's BRT system was 55,927 tCO2e per year. The main emission phases, infrastructure operations, vehicle fuel consumption and infrastructure material production, respectively, accounted for 31%, 30% and 23%. The direct emission from fuel consumption was 13,059 tCO2e per year, accounting for 23% of the total carbon footprint. Considering only direct emissions, the BRT system could achieve reductions of approximately 25,255 tCO2e per year compared to the no-build option. The carbon footprint model proved effective in identifying and measuring GHG emissions of each activity of the BRT life cycle. [ABSTRACT FROM AUTHOR]

Abstract: Climate change has recently become a major focus for industry and government agencies. Some recent works have been reported on the use of pinch analysis techniques for carbon-constrained energy planning problems. This paper discusses a new application of graphical technique based on pinch analysis for company-level visualization and analysis of carbon footprint improvement. The technique is based on the decomposition of total carbon footprint into material- and energy-based components, or alternatively, into internal and external components. The decomposition facilitates the evaluation and screening of process improvement alternatives. Two industrial case studies on the production of phytochemical extracts and bulk chemicals are used to illustrate the new extension. [Copyright &y& Elsevier]

Abstract: Whilst much effort has been made to communicate to the public the importance of reducing carbon footprints in the home, one area where emissions are growing rapidly and little attempt has been made to increase consumer understanding of the impacts is holidays, particularly those involving air travel. Using focus group research, this paper explores tourists’ awareness of the impacts of travel on climate change, examines the extent to which climate change features in holiday travel decisions and identifies some of the barriers to the adoption of less carbon-intensive tourism practices. The findings suggest that many tourists do not consider climate change when planning their holidays. The failure of tourists to engage with the climate change impact of holidays, combined with significant barriers to behavioural change, presents a considerable challenge in moving the tourism industry onto a sustainable emissions path. The findings are discussed in relation to theoretical perspectives from psychology and sociology. [Copyright &y& Elsevier]

This paper explores the issues in estimating the greenhouse gas (GHG) emissions from the tourism industry and related activity in Australia. The scope of tourism consists of the economic activities defined as “tourism characteristic” and “tourism connected” as defined in the Australian Tourism Satellite Account (TSA). Two approaches are employed and contrasted - a “production approach” and an “expenditure approach”. Depending on the approach, tourism contributes between 3.9% and 5.3% of total industry GHG in Australia. The rationale for each approach is explained. The GHG emissions have been estimated for 2003-2004, the latest year for which detailed industry GHG emissions data are available in a form suitable for this type of analysis. Tourism's GHG emissions are compared with other industries in the Australian economy. The policy implications of the results are discussed. It should be possible to adopt a broadly similar method for any destination with TSA - enabling tourism stakeholders to play an informed role in assessing appropriate and effective climate change mitigation strategies for their destination. [ABSTRACT FROM AUTHOR]

Abstract: Voluntary GHG management is a primary issue for many organizations. To support organizations with this activity, authoritative bodies have published many different guidelines. Nevertheless, these guidelines show limitations in identification of the direct and indirect processes that have a major impact on climate change, which should be considered in GHG management. In this paper, a life cycle approach is used to identify the processes of an organization and its supply chain that have major impacts on climate change. The results show that this approach is compatible with the current ISO standards and that in the case study the greatest emissions come from the organization’s indirect processes. [Copyright &y& Elsevier]

Imagine a meeting convened to avert a global financial crisis where none of the finance ministers had access to reliable information on changes in the stock market, national gross domestic product or international trade flows. It is hardly conceivable. Yet the infinitely more existence-threatening planetary social and ecological crisis we refer to as ‘global change’ (comprising the linked issues of biogeochemical, climate, biotic and human system change) is in an analogous situation. Our information on the profound and accelerating changes currently depends to an unacceptable degree on serendipity, individual passion, redirected funding and the largely uncoordinated efforts of a few nations. The thesis of this paper is that navigation of the very narrow ‘safe passages’ that lie ahead requires a comprehensive and systematic approach to Earth observations, supported by a globally coordinated long-term funding mechanism. We developed the argument based on observations of the carbon cycle, because the issues there are compelling and easily demonstrated, but we believe the conclusions also to be true for many other types of observations relating to the state and management of the biosphere. [Copyright &y& Elsevier]

Recent developments in the political, scientific and economic debate on climate change suggest that it is of critical importance to develop new approaches able to compare policy scenarios for their environmental effectiveness, their distributive effects, their enforceability, their costs and many other dimensions. This paper discusses a quantitative methodology to assess the relative performance of different climate policy scenarios when accounting for their long-term economic, social and environmental impacts. The proposed procedure is based on Data Envelopment Analysis, here employed in evaluating the relative efficiency of eleven global climate policy scenarios. The methodology provides a promising comparison framework; it can be seen as a way of setting some basic guidelines to frame further debates and negotiations and can be flexibly adopted and modified by decision makers to obtain relevant information for policy design. Three major findings emerge from this analysis: (i) stringent climate policies can outperform less ambitious proposals if all sustainability dimensions are taken into account; (ii) a carefully chosen burden-sharing rule is able to bring together climate stabilisation and equity considerations; and (iii) the most inefficient strategy results from the failure to negotiate a post-2012 global climate agreement. [Copyright &y& Elsevier]

• This paper estimates carbon emissions released by household travel demand from 47 Japanese cities. • Carbon footprint generated by private transport is found as 1.4 to 13.9 times higher than public transport. • Gasoline's direct combustion is found as the most significant reason to generate the regional difference. • The highest total carbon footprint is found in cities with fewer population. Considering its substantial and increasing contribution to global climate change, the household sector shows potential for larger carbon reductions. Among different household activities, household individual travel demands due to private or public transportation affect the environment via both direct or indirect emissions. To develop insights from a city-level perspective, carbon emissions released due to household travel demands in 47 Japanese cities were estimated in this study using the most recent available data. Given the differences in traveling preferences, spatial distribution and cluster analyses by city were also conducted. The results indicate that cities with a larger carbon footprint usually had a smaller population, whereas in megacities, less carbon per capita was released. The direct combustion of gasoline and train use were the most important factors influencing regional differences in direct and indirect emissions, respectively. The findings also indicate that customized carbon mitigation strategies that consider individual preferences and city size have a better chance of achieving decarbonization of citizen transportation in Japan. [ABSTRACT FROM AUTHOR]

Urban areas are critical points that contribute to global warming and are also affected by climate change. One of the measures to move toward urban sustainability and to reduce the effects of climate change is the development of urban green infrastructures. Urban green infrastructures (UGIs) are being increasingly recognized as key providers of ecosystem services in cities, but there is still a lack of support from urban planners. We highlight the potential of urban green infrastructures for sustainable urban planning based on its capacity to mitigate climate change This paper studies the CO2 mitigation potential through a multi-intervention (agricultural and forestry) local case in the peri-urban surroundings of a big European city such as Madrid. We consider two inseparable aspects: the amount of atmospheric CO2-eq reduced through direct carbon uptake of the UGI and also the emission of greenhouse gases due to its implementation and maintenance. The analysis carried out has shown the benefits of urban green infrastructures and their contribution to the mitigation of climate change. The results demonstrate that the absorption capacity of the new urban green infrastructure is much greater than its ecological footprint. Therefore, it contributes to the mitigation of emissions from other urban activities, thus improving urban sustainability. [ABSTRACT FROM AUTHOR]

The indirect environmental impacts of transportation disruptions in urban mobility are frequently overlooked due to a lack of appropriate assessment methods. Consequential Life Cycle Assessment (CLCA) is a method to capture the environmental consequences of the entire cause and effect chain of these disruptions but has never been adapted to transportation disruption at the city scale. This paper proposes a mathematical formalization of CLCA applied to a territorial mobility change. The method is applied to quantify the impact on climate change of the breakthrough of free-floating e-scooters (FFES) in Paris. A FFES user survey is conducted to estimate the modal shifts due to FFES. Trip substitutions from all the Parisian modes concerned are considered – personal or shared bicycles and motor scooters, private car, taxi and ride-hailing, bus, streetcar, metro and RER (the Paris metropolitan area mass rapid transit system). All these Parisian modes are assessed for the first time using LCA. Final results estimate that over one year, the FFES generated an extra thirteen thousand tons of CO 2 eq under an assumption of one million users, mainly due to major shifts coming from lower-emitting modes (60% from the metro and the RER, 22% from active modes). Recommendations are given to enhance their carbon footprint. A scenario analysis shows that increasing the lifetime mileage is insufficient to get a positive balance: reducing drastically servicing emissions is also required. A sensitivity analysis switching the French electricity mix for eleven other country mixes suggests a better climate change effect of the FFES in similar metropolitan areas with higher electricity carbon intensity, such as in Germany and China. Finally, the novelty and the limits of the method are discussed, as well as the results and the role of e-scooters, micromobility, and shared vehicles towards a sustainable mobility. • Equations to use CLCA on territorial transportation disruptions are formalized. • The method is applied to the disruption of free-floating e-scooters in Paris. • This disruption generated an extra 13 ktCO 2 eq over one year. • Extending the FFES lifetime mileage is not sufficient to be climate positive. • It must be combined with reducing drastically servicing emissions. [ABSTRACT FROM AUTHOR]

By using an environmentally extended multi-regional input-output model, this paper analyses the Spanish households' carbon footprint for the 2008–2017 period considering the municipality size as well as the urban or rural residential zone where families live. Results show that, on a per capita basis, inhabitants of medium-large municipalities emit fewer carbon emissions than those settled in small ones (between 0.34 and 0.54 tCO 2 /cap depending on the year studied). This carbon unbalance is mainly explained by the higher direct carbon footprints of dwellers who reside in small municipalities and, in special, in rural zones. Furthermore, applying inequality measures through a consumption-based carbon footprint Gini coefficient, we show that both income and CO 2 emissions inequality are lower in small municipalities. In the light of the findings, in Spain, the application of a carbon pricing on direct and indirect carbon footprints will be regressive, disproportionally affecting people of small municipalities and rural areas. Accordingly, household carbon inequalities must be contemplated to avoid poorly designed climate change mitigation policies. [ABSTRACT FROM AUTHOR]

To date, atmospheric concentrations of sulfur hexafluoride (SF6) are the most potent among the greenhouse gases identified by the Intergovernmental Panel on Climate Change (IPCC) and are still rising. In the EU-28, SF6 has been banned from several applications, however, an important exception is gas-insulated electrical switchgear (GIS) for which cost-effective and environmentally sound alternatives were unavailable when the F-Gas regulation was last revised in 2014. To date, after some recent innovations, we argue that the phasing out of SF6 could spur the accelerated development of alternatives with a lower carbon footprint. In the EU-28, the SF6 amount in switchgear is unclear. In this paper, we estimated the SF6 amount to be between 10,800 and 24,700 t (with a mode at 12,700 t) in 2017, resulting in 68 to 140 t of annual emissions from operational leakage only, corresponding to 1.6 to 3.3 Mt of CO2-eq. We additionally calculated the potential greenhouse gas savings over the lifecycle of one exemplary 145 kV gas-insulated switchgear bay upon replacing SF6 by decafluoro-2-methylbutan-3-one (C5-FK) and heptafluoro-2-methylpropanenitrile (C4-FN) mixtures. Projecting these results over the EU-28, a phase-out scenario starting from 2020 onwards could reduce the carbon footprint by a median of 14 Mt of CO2-eq, over a period of 50 years. Extrapolation to medium voltage could be assumed to be of a similar magnitude. [ABSTRACT FROM AUTHOR]

The wine sector is highly vulnerable to climate change, especially due to the dependence of vine growing on climatic and environmental conditions. For this reason, adaptation and mitigation measures are important for the future of the wine industry. However, the process of adopting these measures by companies is not sufficiently known. The objective of this paper is to study the action against climate change by the wine sector in Spain, which has 13% of the world's vineyard area. Data capture was carried out through a survey of wineries. First, a questionnaire was designed and validated. This process included semi-structured and in-depth interviews with several winery owners. Second, the survey was conducted on a simple random sample of 87 Spanish wineries, stratified by region. Third, using a multivariate technique of factor analysis, the research found a set of 11 indicators describing the different types of measures adopted. In addition, a cluster analysis provided four different winery profiles. The first group comprises 37% of the wineries, whose sustainability actions are very focused on viticulture. The second group includes 22% of the wineries, which manage their activities according to widespread sustainability criteria. The third group is composed of 21% of the wineries, whose mitigation measures are only focused on energy. The fourth group includes 21% of the wineries, which are characterized by the absence of measures to achieve sustainability. Finally, the characteristics of the wineries and their responses to specific variables were studied, in relation to their belonging to the groups. The results show that the wineries of all the groups are aware of the existence of climate change and that it can seriously affect them. However, the adoption of measures is very variable from one group to another. Regarding the characteristics of the wineries, large companies and young professionals are positively related to the professional management of sustainability. The certification of organic production is frequent in the wineries, but it is not enough to guide them in their action against climate change. The calculation of the carbon footprint, which is not widespread, is associated with the wineries that systematically manage sustainability. In view of the results, some policies are suggested to favour the action of the vitivinicultural sector against climate change. Image 1 • A survey shows that Spanish wineries are aware of the risks of climate change. • Four profiles of wineries have been found, according to the measures they adopt. • The adoption of measures is limited and very variable from one group to another. • A wine sustainability is needed, covering both mitigation and adaptation. • Information to manage actions against climate change must be provided externally. [ABSTRACT FROM AUTHOR]

When the Human Development Index (HDI) was introduced in the 1990s, it was an important step toward a more sensible measure of progress, one defined less by GDP growth and more by social goals. But the limitations of HDI have become clear in the 21st century, given a growing crisis of climate change and ecological breakdown. HDI pays no attention to ecology, and retains an emphasis on high levels of income that – given strong correlations between income and ecological impact – violates sustainability principles. The countries that score highest on the HDI also contribute most, in per capita terms, to climate change and other forms of ecological breakdown. In this sense, HDI promotes a model of development that is empirically incompatible with ecological stability, and impossible to universalize. In this paper I propose an alternative index that corrects for these problems: the Sustainable Development Index (SDI). The SDI retains the base formula of the HDI but places a sufficiency threshold on per capita income, and divides by two key indicators of ecological impact: CO2 emissions and material footprint, both calculated in per capita consumption-based terms and rendered vis-à-vis planetary boundaries. The SDI is an indicator of strong sustainability that measures nations' ecological efficiency in delivering human development. [ABSTRACT FROM AUTHOR]

Fossil fuels have been heavily exploited since the Industrial Revolution. The resulting carbon emissions are widely regarded as being the main cause of global warming and climate change. Key mitigation technologies for reducing carbon emissions include carbon capture and storage (CCS) and renewables. According to recent analysis of the International Energy Agency, renewables and CCS will contribute more than 50% of the cumulative emissions reductions by 2050. This paper presents a new mathematical programming model for multi-footprint energy sector planning with CCS and renewables deployment. The model is generic and considers a variety of carbon capture (CC) options for the retrofit of individual thermal power generation units. For comprehensive planning, the Integrated Environmental Control Model is employed in this work to assess the performance and costs of different types of power generation units before and after CC retrofits. A case study of Taiwan's energy sector is presented to demonstrate the use of the proposed model for complex decision-making and cost trade-offs in the deployment of CC technologies and additional low-carbon energy sources. Different scenarios are analysed, and the results are compared to identify the optimal strategy for the energy mix to satisfy the electricity demand and the various planning constraints. [ABSTRACT FROM AUTHOR]