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This study aims to create the causal relationship between transportation behavior to Karimunjawa, the number of tourists and the amount of CO2 produced; calculate the reduction of CO2 emissions from the transportation to Karimunjawa based on several proposed policy scenarios; and formulate the managerial implication and recommendation to support the implementation of several proposed policy scenarios.

This study develops a system dynamics‐based model by using three sub-systems, i.e. “the number of tourist sub-system,” “the switching behavior of tourist travel sub-system” and “the CO2 emission sub-system.”

The simulation results have shown that, under the current situation, tourist travel behavior should be changed to maximum condition to get the minimum CO2 emission. Improvement of the behavior of tourist in selecting the mode of transportation and the departure point of mini-tour bus and ferry are an effective way to reduce the CO2 emission.

This study only considers limited variables as the driver of the level of change of the capacity of Karimunjawa and the road as well as the variables as the driver of tourism growth. This study only focuses on CO2 emission from the direct impacts of tourist travel; this study does not consider the indirect impact of tourism activity on CO2 emissions. International air travel is not included in the present study.

From a managerial perspective, this study demonstrates that change in the tourist travel behavior is generally not effective in triggering CO2 emission reduction, unless it is accompanied by the strict restriction policy related to the tourist route.

This study has the potential to raise societal awareness that the causality of tourist growth and CO2 emissions should be seen as the impact of tourist travel behavior. In this case, to modify the travel behavior, tourist needs to change their mode of transportation to more sustainable transportation.

This paper intends to fill the literature gap of the effect of tourism growth from two perspectives, namely, tourist travel behavior and environmental. The modeling of tourist transport and CO2 emission will provide an overview of the selection of the problem-solving mode for tourist transport that can give a significant contribution to the greenhouse gas emissions reduction to the environmental.

In 2001, the Intergovernmental Panel on Climate Change's Third Assessment Report revealed an important increase in the level of consensus concerning the reality of human-caused climate warming. The scientific basis for global warming has thus been sufficiently established to enable meaningful planning of appropriate policy responses to address global warming. As a result, the world's policy makers, governments, industries, energy producers/planners, and individuals from many other walks of life have increased their attention toward finding acceptable solutions to the challenge of global warming. This laudable increase in worldwide attention to this global-scale challenge has not, however, led to a heightened optimism that the required substantial reductions in carbon dioxide (CO2) emissions deemed necessary to stabilize the global climate can be achieved anytime soon. This fact is due in large part to several fundamental aspects of the climate system that interact to ensure that climate change is a phenomenon that will emerge over extensive timescales.

Although most of the warming observed during the 20th century is attributed to increased greenhouse gas concentrations, because of the high heat capacity of the world's oceans, further warming will lag added greenhouse gas concentrations by decades to centuries. Thus, today's enhanced atmospheric CO2 concentrations have already “wired in” a certain amount of future warming in the climate system, independent of human actions. Furthermore, as atmospheric CO2 concentrations increase, the world's natural CO2 “sinks” will begin to saturate, diminishing their ability to remove CO2 from the atmosphere. Future warming will also eventually cause melting of the Greenland and Antarctic ice sheets, which will contribute substantially to sea level rise, but only over hundreds to thousands of years. As a result, current generations have, in effect, decided to make future generations pay most of the direct and indirect costs of this major global problem. The longer the delay in reducing CO2 and other greenhouse gas emissions, the greater the burden of climate change will be for future life on earth.

Collectively, these phenomena comprise a “global warming dilemma.” On the one hand, the current level of global warming to date appears to be comparatively benign, about 0.6°C. This seemingly small warming to date has thus hardly been sufficient to spur the world to pursue aggressive CO2 emissions reduction policies. On the other hand, the decision to delay global emissions reductions in the absence of a current crisis is essentially a commitment to accept large levels of climate warming and sea level rise for many centuries. This dilemma is a difficult obstacle for policy makers to overcome, although better education of policy makers regarding the long-term consequences of climate change may assist in policy development.

The policy challenge is further exacerbated by factors that lie outside the realm of science. There are a host of values conflicts that conspire to prevent meaningful preventative actions on the global scale. These values conflicts are deeply rooted in our very globally diverse lifestyles and our national, cultural, religious, political, economic, environmental, and personal belief systems. This vast diversity of values and priorities inevitably leads to equally diverse opinions on who or what should pay for preventing or experiencing climate change, how much they should pay, when, and in what form. Ultimately, the challenge to all is to determine the extent to which we will be able to contribute to limiting the magnitude of this problem so as to preserve the quality of life for many future generations of life on earth.

The purpose of this study is to examine the impact of economic growth, trade openness and manufacturing on CO2 emissions in India.

The study employed autoregressive distributive lag (ARDL) bounds test approach and uses CO2 emissions, trade, manufacturing and GDP per capita to examine the relationship using an annual time series data from World Development Indicators during 1971 to 2016.

Results depict that there exists a long-run relationship between CO2 emissions and other variables. Trade openness significantly reduces CO2 emissions, whereas manufacturing and GDP have a significant and positive impact on CO2 in the long run.

The findings of the study contribute to the body of knowledge by providing new evidence on the relationship between developmental metrics and the environment. These findings are critical for policymakers and regulatory bodies to focus on economic development without jeopardizing environmental degradation.

In order to keep its commitment to sustainability, India needs to develop policies that encourage cleaner production methods and establishment of non-polluting industries. Simultaneously, it must disincentivize industries that emit CO2 by policy frameworks such as carbon taxes, pollution taxes or green taxes.

None of studies examine at how these environmental factors interact in India. Kilavuz and Dogan (2020) used the same variables, but their scope was limited to Turkey. As a result, the study is the first to examine this relationship for India, contributing to the body of knowledge on economic growth, manufacturing, trade openness and environmental concerns.

Carbon dioxide emissions affect the environment, presenting major implications for sustainable development and consequently model climate change policies. The main aim of the paper is to highlight the factors leading to CO2 emissions in Latin America.

The analysis was performed using data for 1990–2020 and panel regression and STATA software.

The results highlighted that the variables have significantly influence CO2 emissions in case of the countries in the sample.

The novelty of the paper consists in using all financial inflows of together (foreign direct investment, official development assistance and remittences), Latin America heavily in-flowed with remittances from the USA. Since Latin America is enriched with forest areas, the authors also covered this variable in the estimations. Urbanization and transportation are induced by remittance inflows, thus wellbeing was incorporated in the model. The conclusion of the study demonstrates the need for complex measures involving public-private partnerships, public awareness of the need for energy transition and the involvement of foreign-owned companies that must not only pursue their own interests but also generate positive economic, environmental, and social externalities in host countries.

Purpose – The purpose of this chapter is to propose a cross-assessment model as an analytical tool for developing sustainable urban transport and land-use strategies for a low-carbon society.

Methodology – A cross-assessment model is developed based on demand and supply models of transport services. The model is able to generate a set of the optimal service levels in public transport reflecting selected target strategies. It is applied to an impact analysis of public transport and land-use strategies in 2030 for all of Japan's 269 urban areas,with outcomes – including the financial balance of public transport operation, user benefits and CO2 emissions reduction – compared among strategies and urban areas.

Findings – The analytical results show that three value factors of efficiency, equity and the environment do not necessarily conflict with each other. In particular, it is clarified that CO2-emission reduction targets can contribute to the improvement of both financial balance and user benefits at the national level. In addition, the results of comparative analysis among the land-use and transport integration (LUTI) scenarios demonstrate that a combination of urban transport strategies and land-use control in the form of ‘corridors and multi-centres’ provides greater emission reduction and increased user benefits.

Implications – The cross-assessment model developed in this chapter could serve as an analytical tool for strategic transport planning. The results in this chapter underlinethe benefit of LUTI strategies particularly in China.

Purpose – To examine the cost-effectiveness of UK government policy with respect to the mitigation of carbon emissions from the transport sector.

Methodology/approach – Existing policy as set out by the Department for Transport in Low Carbon Transport: A Greener Future is examined. This document elaborates a Low Carbon Transport Strategy intended to achieve annual emissions savings of 17.7 MtCO2 by 2020. A wide range of policy areas where further action could be taken to reduce carbon emissions are examined and their cost-effectiveness considered.

Findings – Measures that influence behaviour including smarter choices, eco-driving across modes, freight best practice and modest price increases are highly cost-effective. More cost-effective routes to saving 17.7 MtCO2 are identified, as are further cost-effective savings.

Originality/value – It appears that government targets could be delivered and indeed exceeded at lower cost than the Low Carbon Transport Strategy. However, policy development is influenced by a wide range of factors which help to explain why cost-effective measures are not always fully exploited.

The inherent linkages between climate and the habitability of the Earth are increasingly well recognized, and a convention could help to ensure that conserving the environment and developing the economy in the future must go hand in hand. Due to growing environmental concern, the United Nations General Assembly has set into motion an international negotiating process for a framework convention on climate change. One of the specific tasks in these negotiations is how to share the duties in reducing climate relevant gases, particularly carbon dioxide, between the industrial and the developing countries. The respective proposals could be among the most far‐reaching ever for socio‐economic development, indeed for global security and survival itself. While the negotiations will be about climate and protection of the atmosphere, they could lead to fundamental changes in energy, forestry, transport and technology policies, and to future development pathways with low greenhouse gas emissions. Addresses some of these aspects of a climate convention and a respective CO⊂2‐agreement, the Houston Protocol.

Japan signed the Kyoto Protocol to reduce the nation's carbon dioxide (CO₂) emission by 6% below the 1990 level. The housing industry is no exception being required to reduce the negative impact of the housing delivery on the environment. Today, all newly-constructed detached houses being built by Sekisui House Ltd. are designed to alleviate the societal pressure, accompanied basically with the following techniques and/or technologies: (1) the reduction of energy use relating to air-conditioning by improving the houses' insulation performance to meet Japan's energy saving standard set in 1999, as well as ventilation by making use of a passive ventilation system driven by stack effect; (2) the reduction of energy consumption that derives from domestic hot water by applying a high-efficient water heater, where the system performance is improved from 80% to 95% of the efficiency-today, Japanese housing manufacturers also tend to promote the installation of a gas engine cogeneration system and air-source heat pump water heater in housing; (3) the micro-power generation by the installation of solar photovoltaic (PV) power generation system; and (4) the cooling effect achieved by tree shading, which helps lower the ambient temperature around buildings during the summer. The company's ‘Action Plan 20’ reflects the global warming prevention (or CO₂ emission reduction) strategy, considered to be effective in the delivery of low-carbon housing in Japan.

Ascientific consensus has emerged indicating that the global climate is changing due to anthropogenic (i.e., human induced) driving forces. Our previous research reformulated the well‐known I=PAT (environmental Impacts equal the multiplicative product of Population, Affluence, and Technology) model into stochastic form, named it the STIRPAT model, and used it to assess the effects of population and affluence on carbon dioxide loads. Here we extend those findings by examining the impacts of population, affluence and other factors on the emissions of the greenhouse gases (GHGs) methane (CH₄) and carbon dioxide (CO₂), as well as the combined global warming potential of these two gases. We also assess the potential for “ecological modernization” or an “environmental Kuznets curve” (EKC) effect to curb GHG emissions. Our findings suggest that population is a consistent force behind GHG emissions, that affluence also drives emissions, that urbanization and industrialization increase emissions, and that tropical nations have lower emissions than non‐tropical nations, controlling for other factors. Contrary to what ecological modernization and EKC theorists predict, we find that to date there is no compelling evidence of a decline in emissions with modernization. These results support both the “treadmill of production” thesis and the “metabolic rift” thesis.

The aim of this paper is to show current position of domestic airports and provide an improvement scheme through the comparative analysis of efficiency and social efficiency. We used SBM (Slack Based Measure) for efficiency and undesirable output model that is extended from SBM for social efficiency. In addition, window analysis is used for analyzing the trend of the values. For the scope of this study, we analyzed fourteen airports in Korea from 2004 to 2009. In the models, we considered the length of runway, the number of employees and terminal area as input factors, and the number of passengers, the amount of cargo and the number of flights as desirable outputs and directly controllable CO2 emissions from airports as undesirable output. The results show that all of the efficiencies are higher than the social efficiencies and both of them are decreasing by years. To improve social efficiency in 2009, the average amounts of reduced CO2 emissions which account for 48.3% of the total emissions are required.