A Bright Outlook! Feasibility Study on Climate-friendly Tourism in the Wadden Sea Region
Conducted on behalf of WWF Germany Publishing InformatioN
A
Feasibility Study on Climate-friendly Tourism in the Wadden Sea Region
Conducted on behalf of WWF Germany, Berlin The study was conducted in the framework of the Wadden Sea Office InterregIVB project PROWAD — Protect & Prosper and Hafenstraße 3 was sponsored by the Bingo environmental lottery D-25813 Husum of Schleswig-Holstein as well as by the European Regional Development Fund. August 2013
Editor: WWF Germany Contact: [email protected] Authors: Wolfgang Günther, Bente Grimm (NIT Institute for Tourism Research in Northern Europe) in cooperation with Kirsten Havers (Institute for Applied Ecology Berlin) Editorial work: Anja Szczesinski (WWF), Hans-Ulrich Rösner (WWF) Translation: Janne Käckenmeister (NIT Institute for Tourism Research in Northern Europe), Mark Sixsmith (Environmental English) Design: Jan Wichmann, www.jones-design.de Picture credits: Sina Clorius (p. 4), Natalie Eckelt (p. 25), Hans-Ulrich Rös- ner / WWF (pp. 5, 19, 23, 26), Rainer Schulz (p. 16), Martin Stock (cover, Vrachtfiets (p. 21), Imke Zwoch (p. 21)
© 2013 WWF Germany, Berlin Every reprint, even if only in part, requires permission from the editor.
Climate-neutral printing, colours free of mineral oil on 100% recycled paper
www.prowad.org Table of Contents
B
1 Preface 4 2 Introduction 5
3 Analysis of the Tourism-induced CO2 Footprint in the Wadden Sea Region 8 3.1 Method 8
3.2 Tourism-induced CO2 Footprint of the Schleswig-Holstein North Sea Coast 11
3.3 Tourism-induced CO2 Footprint for the Whole Wadden Sea Region 13
3.4 Tourism-induced CO2 Footprint for the Whole Wadden Sea Region in Comparison 14 4 Estimation of Reduction Potential 16 4.1 Arrival & Departure Segment 18 4.2 Local Mobility Segment 20 4.3 Accommodation Segment 22 4.4 Catering Segment 22 4.5 Leisure Facilities Segment 24 4.6 Reduction Potential of Overarching Measures 24
5 Action plan for Reducing the Tourism-induced CO2 Footprint 26
6 Appendix 32 6.1 Overview of Tourism-Induced Emissions 33 6.1.1 Arrival & Departure 33 6.1.2 Local Mobility 34 6.1.3 Accommodation 35 6.1.4 Catering 36 6.1.5 Leisure Facilities 37 6.1.6 Extrapolation 38 6.2 Market Research Data Used 39 6.3 Definitions 39 6.4 Information on the Calculation of Emissions 40 6.5 Background Information on the Adjustment Coefficients 41 6.6 Literature 42
3 Preface
1
Yes, tourism on the North Sea Coast in the WWF, professionally supported by the Institute Wadden Sea Region is, in comparison to oth- for Tourism Research in Northern Europe (NIT) ers, not a climate-killer! This is the good news and the Institute for Applied Ecology Berlin, from this study. Tourists going on holiday near wants to give impulses here for the regionally their home instead of travelling thousands of important economic sector of tourism. With the kilometres by plane to reach beaches far away present study we propose priorities and a ten- contribute a whole lot more point plan to reduce the climate footprint that is to climate protection than feasible in the Wadden Sea Region. other tourists do. More good news from this study: both I am absolutely certain about this: climate pro- the tourist and the tourism tection has to become a joint effort by everyone. industry can still achieve a lot This includes the Wadden Sea Region, with its more in order to contribute to international World Heritage Site, the same as the 2030 climate goal of the everywhere else. Tourism in our region can con- Wadden Sea Region! tribute essentially to it, especially by changes in the area of mobility, by energy-efficient building At a conference on the Ger- refurbishments, by use of renewable energies, by man island of Sylt in 2010, this transparency of the climate footprint of diverse Dr. Hans-Ulrich Rösner, 2030 climate goal was jointly tourism products, by favouring regional catering Head of WWF Wadden Sea Office stated by the three countries for guests, and by indirect effects of the jointly bordering the Wadden Sea - supported goal to become a climate region model. Denmark, Germany and the Netherlands. According to Of course, it is not only tourism that can con- this climate goal, the Wadden Sea Region (the tribute to the 2030 climate goal. A contribution Wadden Sea including adjacent communities, is demanded from everyone in the region: first, districts, and parts of provinces) shall become by the consequent search for possibilities to use climate-neutral by 2030. Unfortunately, in the energy more efficiently. So-called energy guz- last three years only a little was undertaken to zlers should be turned off. But this only helps if work on this goal. A joint action plan is still not the energy saved is not compensated by bigger in sight and there is not even a joint definition and larger amounts of consumption. Secondly, of the term “climate-neutral” that clarifies the the manifold expansion of renewable energy has exact meaning. to move on — obviously in a nature friendly man- ner that respects the World Heritage Site and other protected areas. If there is the will for it, it is possible to handle. And thirdly, not-building new fossil fuel power stations and also increas- ingly the decommissioning of those plants.
Let’s tackle it!
4 Introduction
2
Climate protection as a major task for politi- cians and society is multiply described and initi- ated in the three Wadden Sea states by diverse activities in differing societal areas of action. activities and be an orientation for those activi- ties that are still necessary for achieving the Tourism also plays a major role in climate multinational goal of having a climate-neutral change — both as a cause and as an impairment. Wadden Sea Region by 2030 | 1. This study deliv- Corresponding to this, many protagonists in ers a reasonable estimate of the tourism-induced
tourism commit themselves scientifically, con- CO2 footprint for the Schleswig-Holstein North ceptually, and with real actions for more climate Sea coast (see Chapter 3.2). Subsequently, the protection — including and especially in the Wad- whole Wadden Sea Region | 2 will be considered, den Sea Region. also including the settlement areas near the Danish, Lower-Saxony, and Dutch Wadden Sea. The present study, ordered by WWF and con- This study does not supply a differentiated cal- ducted by the NIT in Kiel, shall complement these culation of the effects of single actions; instead it gives justified estimates of magnitude. The exact derivation of these numbers is listed in the appendix, including the boundary areas and sources used. An exact calculation would be pos- sible but demands a much higher expense.
1 Sylt-Declaration of the three Wadden Sea states in 2010: www.waddensea-secretariat.org/management/ publications/sylt-declaration-2010 2 For the boundaries of areas used in this study see appendix
5 Varde
Esbjerg DENMARK Wadden Sea World Heritage Destination
Ribe On this basis, the study relates the differing World Heritage Property action options and their potential for climate Nominated Property protection to the action demands of the tourism chain of services and to the politically declared World Heritage Destination (Wadden Sea Region) climate protection goals. This is supplemented by short profiles of selected tourism-related climate N protection projects from the Wadden Sea Region 0 10 20 30 40 50 km that show how committed protagonists already Tønder address the challenges of climate protection.
Finally, this study names the goals and actions which, according to this analysis by the WWF, are to be dedicated to with priority in order to achieve the agreed climate protection goals in tourism. This ten-point plan shall stimulate Schleswig- regional discussion on climate protection. Holstein Husum
North Sea Tönning
Heide
Brunsbüttel
Cuxhaven
Stade Bremerhaven Wilhelmshaven Niedersachsen Emden Figure 1: as a touristic destination, Delfzijl the Wadden Sea Region includes the national parks and and other Leeuwarden Groningen conservation areas that have been Harlingen designated (and, partly, nominated) as World Heritage Site as well as the Oldenburg entire islands, local communities and Bremen districts at the bordering mainland. THE NETHERLANDS Den Helder GERMANY
6 Varde
Esbjerg DENMARK Wadden Sea World Heritage Destination
World Heritage Property Ribe Nominated Property World Heritage Destination (Wadden Sea Region)
N 0 10 20 30 40 50 km Tønder
Schleswig- Holstein Husum
North Sea Tönning
Heide
Brunsbüttel
Cuxhaven
Stade Bremerhaven Wilhelmshaven Niedersachsen Emden Delfzijl
Leeuwarden Groningen Harlingen Oldenburg
Bremen THE NETHERLANDS Den Helder GERMANY
7 Analysis of the Tourism-induced CO2 Footprint in the Wadden Sea Region 3
3.1 Method
The scope of the present study on the After inspecting the data given and calculating
tourism-induced CO2 footprint in the Wadden emission rates, some small parts of the chain Sea Region lies in the service and value chain of were pooled for purposes of clarity. Thereafter the tourism industry. To get a first impression of the following parts of the chain were taken into
the present share of tourism in CO2 emissions * account: in the region, preferably all parts of the chain are arrival & departure considered. local mobility accommodation catering leisure facilities
For these five defined segments, the amount of
CO2 emissions they are responsible for was then analysed. The starting point of the analysis was leisure facilities arrival & departure the most recent typical travel behaviour of the guests in the Wadden Sea Region (especially origin, mode of transport, accommodation, and activities), as is described in market research studies | 3.
local mobility
catering * Properly called: CO2 equivalent emis- sions, since greenhouse gases other
than CO2 may also be included. In this
study, the term CO2 emissions is always associated with total climate-impacting accommodation emissions.
Figure 2: Tourism service and value chain
3 Especially the Reiseanalyse 2011 by the Forschungsge- meinschaft Urlaub und Reisen (FUR), the Gästebefragung Schleswig-Holstein (GBSH) 2011 and Tagesreiseverhalten der Bewohner der Metropolregion Hamburg (ift 2011)
8 The calculation was similar to the footprint calculation by WWF in the study on the tourism climate footprint (2009) | 4. But since the present study is not about the emissions of single jour-
neys but the CO2 footprint of a whole region, methodological fitting was necessary. Addition- ally, new standard values had to be filled in for Emissions from materials used in tourism were
the calculation of the CO2 equivalent ** because also not calculated, such as building material, the former ones were no longer valid. For the furniture, textiles, or food. Principally it would be determination of these values, the NIT consulted preferable to also include these indirect emis- the Institute for Applied Ecology Berlin in the sion sources. However, this would have meant a form of a subcontract. disproportionately high expense that would have far exceeded the practical horizon of this study.
Indirect emission sources were not included, In the evaluation of the overall tourism CO2 such as the activities of tourism administration, footprint, it should be considered that further tourism region marketing, expenses for sea front tourism-induced emissions are lying hidden. and beach maintenance or hard to demarcate Thus a broader calculation of emissions would tourism-related shares of street maintenance result in even higher values. and illumination. Since, for example, the whole district administration of Nordfriesland in The results excluding these emissions show
Schleswig-Holstein “only” has a CO2 footprint of magnitudes that are sufficiently reliable, and 4,055 tons*** per year (according to their climate that many emissions result from tourism activi- protection concept), it seems tolerable to leave ties. Reductions are quantitatively of relevance out the calculation of tourism management and and disregarding them would ultimately lead to administration for the climate footprint. failing the 2030 climate protection goal.
The calculation was made in two steps. First, an
estimate of the tourism-induced CO2 footprint
** The CO2 equivalent indicates how much for the Schleswig-Holstein North Sea coast a certain amount of a greenhouse gas was calculated. An analysis of the present data (carbon dioxide (CO2), methane (CH4) sources in the Wadden Sea Region has shown and nitrous oxide (N2O) are greenhouse that most data, in quantity and quality, was gases) contributes to the greenhouse accessible for Schleswig-Holstein. On the basis effect. The climate-impact of CO2 serves as a comparison. of this data, a relatively detailed estimate of the regional climate footprint was calculated. In a second step, this value was then extrapolated *** ton = metric ton = 1000 kg in relation to the overnight stays of each of the Abbreviation: t other regions in the Netherlands, Lower-Saxony (including the Hamburg Wadden Sea), and Denmark. Differences in the tourism demand structure were balanced by adjustment coeffi- cients (for further explanation see appendix).
4 The tourism-induced climate footprint — WWF report on the ecological consequences of holiday and travelling 2009 www.wwf.de/fileadmin/fm-wwf/Publikationen-PDF/¬ Der_touristische_Klima-Fussabdruck.pdf
9 For the data used in the first step the following basic points are relevant:
Region visited: Schleswig-Holstein North Sea Coast | 5, source market: Germany | 6 Segments considered: Residence trips and holiday trips (mean duration 10 days), differentiated into short holiday trips (2-4 days) and longer holiday trips (5 days+) Year considered: Usually 2010 (occasionally from 2011) — because of missing data older data had to be partly taken into account (e. g. data on day trips)
Calculation of CO2 equivalent emissions: On the basis of the data collected and taking into account approved stand- ard values, the Institute for Applied Ecology Berlin (consulted on this issue
* The CO2 footprint of the materials used is not and having a subcontract) calculated the CO2 equivalent for the gathered considered, e. g. building material and textiles. This goods and services and finally added it up. footprint may vary a lot, according to origin and production of products. Yet, this may be another Considered data: starting point for reducing emissions. Arrival and departure: number of short holiday trips and holiday trips, modes of transport used | 7, mean distance travelled Local mobility: number of trips at the travel destination, number of ** The CO footprint of the food itself is not con- 2 residence trips, modes of transport used | 7, mean distance travelled sidered. This footprint may vary a lot and be very | 8 high, according to origin and production of the Accommodation: electricity and hot water requirements of overnight food. Thus, this may be another interesting aspect stays in hotels / inns / pensions, holiday apartments and houses, and for reducing emissions. But it is not considered other accommodation (e. g. camping, visiting friends and relatives) * here, since the guests would have to consume Catering: electricity and gas requirements for making meals in sophisti- food at home as well. So there are no further emis- cated catering, number of meals in normal catering ** sions added by travelling, but indeed there is more Leisure facilities: estimate of the electricity and heat requirements of energy consumption because of intensive prepa- ration in gastronomy. the most important tourism facilities; swimming pools and centres and big aquaria are considered separately due to their relatively high energy consumption *
A more detailed description and breakdown of the methodology and the literature and data used can be found in the appendix of this study.
5 The islands and "Halligen” as well as the part of mainland of 15–20 km breadth starting at the high tide line. For further definition see appendix. 6 Foreign guests were not considered since in 2011 only 3 % of the guests of the Schleswig-Holstein North Sea came from foreign countries and they made up only 2 % of overnight stays (source: Statistical Office for Hamburg and Schleswig-Holstein). 7 Car, bus, train, and ships were considered. Other modes of transport made up only 3 % (sources: Forschun- gsgemeinschaft Urlaub und Reisen (FUR), Reiseanalyse RA 2011 und ift 2011: Tagesausflugsverhalten der Bewohner der Metropolregion Hamburg). At the moment, airplanes only have a small share of the modes of transport used to reach the Wadden Sea Region, in contrast to some other regions. This may change with
expansion to source markets like, e. g., China, Russia, or the USA. An undesirable increase in CO2 emission would be the inevitable result. 8 Calculation with standard values for Germany for 2011 (source: tremod v 5.25 — global emission model of integrated systems (GEMIS) — version 4.3/4.7 (IFEU 2012)).
10 3.2 Tourism-induced CO2 Footprint of the Schleswig-Holstein North Sea Coast
The result of the calculations | 9 (described in part 3.1) is a tourism-induced CO2 footprint of the Schleswig-Holstein North Sea Coast of about By far the biggest share of two thirds is the
300,000 tons CO2 equivalent per year. This cor- mobility segment. Arrival and departure and responds to 0.141 tons or 141 kg CO2 equivalent local mobility have shares of the same amount, per journey to this region, or 14 kg CO2 equiva- whereas local mobility includes residence trips lent per person per day | 10. Figure 3 gives an without overnight stays. The last third of emis- overview on the shares of the five segments of sion is shared, with a ratio of 2:1, by accommo- the tourism service and value chain. dation (2) and catering (1). Pure leisure facilities may individually have very high and also evitable emissions, but overall make up only a small share of all the emissions.
leisure facilities 2 % 7,397 t catering 11 % 32,834 t arrival & departure 34 % 100,763 t
SUM 300,979 t accommodation 23 % 68,642 t
local mobility 30 % 91,343 t
Figure 3: Tourism-induced CO2 footprint of the Schleswig-Holstein North Sea Coast differenti- ated into the five segments of the tourism service and value chain and their shares of the overall emission;
9 Sources (demand data): NIT 2011: Gästebefragung Schleswig-Holstein GBSH 2011 (Sonderauswertung), FUR 2011: Reiseanalyse RA 2011 (Sonderauswertung), dwif 2005: Tagesreisen der Deutschen, TVSH (n. y.): Leitfaden zur Optimierung der Infrastruktur, ift 2011: Tagesreiseverhalten der Bewohner der Metropolregion Hamburg, dwif 2008: Sparkassen-Tourismusbarometer Schleswig-Holstein – Jahresbericht 2008, p. 103 Basis: residence trips, short holiday trips (2–4 days), and holiday trips (5 days+) from the German source market
Calculation of CO2 equivalent emissions: Institute for Applied Ecology Berlin on basis of the demand data gathered by the NIT 10 Underlying assumption: mean duration of stay of 10 days
11 Subdivided into holiday trips plus short holiday trips and residence trips without overnight stay,
the following can be seen on the CO2 footprint:
| 11 Travel destination Schleswig-Holstein North Sea: tourism-induced CO2 footprint
data listed in
k tons of CO2 equivalents holiday & short * percents of columns total * % holiday trips * % residence trips * %
arrival and departure 100.763 34 100.763 45 - -
local mobility 91.343 30 27.115 12 64.228 82
accommodation 68.642 23 68.642 31 - -
catering 32.834 11 23.783 11 9.051 11
leisure facilities 7.397 2 1.891 1 5.507 7
SUM 300.979 100 222.194 100 78.786 100
number of trips [k] 1,572.0 12,500.0
Ø emissions per trip 0.141 t 0.006 t
Thereafter 1.2 million holiday trips and 0.37 million short holiday trips are responsible for 74 % of the emissions and the 12.5 million residence trips for 26 %.
11 Sources (demand data): NIT 2012: Gästebefragung Schleswig-Holstein GBSH 2011 (Sonderauswertung), FUR 2011: Reiseanalyse RA 2011 (Sonderauswertung), dwif 2005: Tagesreisen der Deutschen, TVSH (n. y.): Leitfaden zur Optimierung der Infrastruktur, ift 2011: Tagesreiseverhalten der Bewohner der Metropolregion Hamburg, dwif 2008: Sparkassen-Tourismusbarometer Schleswig-Holstein – Jahresbericht 2008, p. 103 basis: residence trips, short holiday trips (2–4 days), and holiday trips (5 days+) from the German source market
Calculation of CO2 equivalent emissions: Institute for Applied Ecology Berlin on basis of the demand data gathered by the NIT Due to rounding the sum, the partial results may differ from the overall value.
12 3.3 Tourism-induced CO2 Footprint for the Whole Wadden Sea Region
On the basis of the detailed analysis of tourism at the Schleswig-Holstein North Sea, the | 12 CO2 footprints of the other regions were subsequently estimated . It accounts overall for about 1.5 million tons of CO2 equivalent per year. This corresponds to 0.148 tons or 148 kg CO2 equiva- | 13 lent per journey to this region, or 15 kg CO2 equivalent per person per day for journeys into the Wadden Sea Region.
Wadden Sea Region: tourism-induced CO2 footprint
data listed in k tons of CO2 equivalents Schleswig-Holstein North Sea Lower Saxony North Sea
total holid. trips resid. trips total holid. trips resid. trips * % * % * percents of columns arrival and departure 100.8 34 100.8 - 141.1 34 141.1 -
local mobility 91.3 30 27.1 64.2 127.9 31 38.4 89.5
accommodation 68.6 23 68.6 - 96.1 23 96.1 -
catering 32.8 11 23.8 9.1 46.0 11 33.1 12.9
leisure facilities 7.4 2 1.9 5.5 7.4 2 1.9 5.5
SUM 301.0 100 222.2 78.8 418.4 100 310.6 107.9
number of trips [k] 1,572.0 12,500.0 2,200.8 17,500.0 Tourism-induced CO2 footprint of the destinations Schleswig-Holstein Ø emissions per trip 0.141 t 0.006 t 0.141 t 0.006 t North Sea, Lower-Saxony, Denmark, and the Netherlands
Denmark North Sea The Netherlands North Sea SUM
total * % holid. trips resid. trips total * % holid. trips resid. trips total * % holid. trips resid. trips
arrival and departure 120.9 38 120.9 - 171.3 38 171.3 - 534.0 36 534.0 -
local mobility 91.3 28 27.4 63.9 127.9 29 38.4 89.5 438.4 29 131.2 307.2
accommodation 68.6 21 68.6 - 96.1 21 96.1 - 329.5 22 329.5 -
catering 32.8 10 23.6 9.2 46.0 10 33.1 12.9 157.6 11 113.6 44.0
leisure facilities 7.4 2 1.9 5.5 7.4 2 1.9 5.5 29.6 2 7.7 21.9
SUM 321.1 100 242.5 78.6 448.6 100 340.8 107.9 1,489.2 100 1,116.0 373.1
number of trips [k] 1,572.0 12,500.0 2,200.8 17,500.0 7,545.6 60,000.0
Ø emissions per trip 0.154 t 0.006 t 0.155 t 0.006 t 0.148 t 0.006 t
12 Estimation of CO2 equivalent emissions for Lower-Saxony, Denmark, and the Netherlands with the help of adjustment coefficients (basis: values for Schleswig-Holstein North Sea); Sources: NIT 2011: Gästebefragung Schleswig-Holstein GBSH 2011 (special evaluation), FUR 2011: Reiseanalyse RA 2011 (special evaluation), dwif 2005: Tagesreisen der Deutschen, TVSH (n.y.): Leitfaden zur Optimierung der Infrastruktur, ift 2011: Tagesreiseverhalten der Bewohner der Metropolregion Hamburg, dwif 2008: Sparkassen-Tourismusbarometer Schleswig-Holstein – Jahresbericht 2008, p.103; TMN 2012: Tourismus in Niedersachsen 2001–2011; NIT 2010: Basisdokumentation Vestkystturisme; NIT 2012: Primärmarktforschung; Flash Eurobarometer 2012; Eurostat; NITC-NIPO Research 2012: Key figures Dutch holiday market 13 Underlying assumption: mean duration of stay of 10 days
13 3.4 The Tourism-induced CO2 Footprint of the Whole Wadden Sea Region in Comparison
To classify the calculated results for the CO2 footprint properly they will hereafter be compared with results from other studies and calcula-
tions. So, what do these approximately 300,000 tons of CO2 equivalent for the Schleswig-Holstein North Sea and 1.5 million tons of CO2 equivalent for the whole Wadden Sea Region mean in comparison to other regions and economic fields? Comparable values delivers, e. g., the climate protec- tion concept of Nordfriesland (year 2008), a district in Schleswig-Holstein. This study separates emission rates per year for the district of Nordfriesland | 14 (which causes about 84 % of the tourism-induced CO2 footprint of the whole Schleswig-Holstein North Sea coast) into the following segments | 15:
Traffic: 508,000 tons of CO2 Economy & other public administration: 499,900 tons District administration: 4,055 tons Private households: 592,942 tons
Thereafter, the overall emissions of the district of Nordfriesland account for 1,604,897 tons. Therein, tourism-induced car traffic makes up 24,000 tons. But the study also points out that these numbers are only rough estimates, due to year in Germany | 16. Consequently, tourism at an insufficient data basis. the Schleswig-Holstein North Sea coast would
create about the same CO2 emissions as a town Compared to the estimates of this study, about with a population of 27,000 people. Tourism
16 % of the CO2 emissions of Nordfriesland of the whole Wadden Sea Region would create would be tourism-induced. The Federal Office of about the same CO2 emissions as a city with a Environment delivers a current value of 11 tons population of 135,000 people.
on average of CO2 emissions per person per What does 0.148 tons or 148 kg CO2 equiva- lent per journey to the Wadden Sea Region (or | 17 15 kg CO2 equivalent per person per day for journeys into this region) mean in comparison to other journeys by Germans?
14 Derived from the number of overnight stays for the districts of Nordfriesland and Dithmarschen of the Statistical Office North Germany (Source: tourism in the communes of Schleswig-Holstein 2011) 15 Tourism-induced emissions are already included in these numbers.
16 Source: The UBA CO2 calculator: uba.klimaktiv-co2-rechner.de/de_DE/page 17 Underlying assumption: mean duration of stay of 10 days
14 WWF has already calculated the tourism-induced
CO2 footprint for the differing typical journeys of Germans in a study in 2009 | 18. As in the present study, the calculations were based on the travel behaviour of Germans. By far the biggest climate footprint was a holiday to Mexico (14 days all
inclusive). Per person per day about 516 kg of CO2 equivalent arise, which is about 34 times as much as in the Wadden Sea Region (see figure 4).
All-inclusive holiday to Mexiko (airplane, 14 days, 2 people, 516 Munich–Cancun: 17,874 km) Information: the calculations of Mediterranean Sea cruise (airplane, 7 days, 2 people, 175 the WWF study are based on older Stuttgart–Mediterranean Sea: 2,380 km) emissions values than the present Beach holiday on Mallorca study on the average Wadden Sea (airplane, 14 days, 3 people, 87 holiday. Thus, it has to be assumed Hamburg–Mallorca: 3,422 km) that the emissions rates of the Skiing holiday in Austria exemplar holidays might be a bit (car, 7 days, 1 person, 60 Dresden–Lech (A): 1,388 km) lower today. But the relation to one another is not affected by that. Cultural holiday in South Tyrol (bus, 5 days, 2 people, 43 Berlin–Bolzano: 1,900 km) Health holiday in Bavaria (train, 10 days, 3 people, 29 Düsseldorf–Oberstdorf/Allgaeu: 1,300 km) Family holiday to Rügen (car, 14 days, 4 people, 18 Cologne–Göhren/Baltic Sea: 1,498 km) Wadden Sea holiday (Ø of differing modes of transport, Ø 10 days, Ø 2.7 people) 15
“Balconia” / holiday at home (14 days, 4 people) 4
100 200 400
Figure 4: CO2 equivalent emissions [kg] per person per day of differing holidays Data basis and background information: WWF 2009: the tourism-induced climate footprint, p. 18
A classic holiday on Mallorca for 14 days with 3 people only makes up 87 kg
of CO2 equivalent per person per day. Only those that stay at home, e. g. spending their holiday for 14 days and with 4 people “on the balcony”, leave
a smaller CO2 footprint than the average person spending a holiday at the Wadden Sea.
18 Der touristische Klima-Fußabdruck – WWF-Bericht über die Umweltauswirkungen von Urlaub und Reisen 2009
15 Estimation of Reduction Potential
4
The possibilities to reduce CO2 emissions and the necessary actions in the segments of the tour- ism service and value chain are manifold. In part, changes to political and administrative framework or even technological developments are necessary before suitable actions can take place. In other protagonists. With accommodation, catering, sections immediate action by the protagonists in and leisure facilities, the owners primarily hold a the Wadden Sea Region is possible. central role in generating climate-friendly offers. But their acting may be positively influenced
The described, CO2 emissions of the differ- by an additional corresponding governmental ing segments of the tourism service and value framework (regulations, taxation, or a funding chain are determined by the action of differing programme).
With traffic, it is the individual guest who can lower the climate balance significantly by rethinking use of modes of transport. However, the guest is also dependent on external offers and developments: public transport availability, actual regulations by the destinations (e. g. re- striction of cars on islands), or the development of electromobility are all important examples for this.
There is interplay between supply and demand in all sections and consequently there are ap- proaches on both the side of the customers and the side of the suppliers. Both types of ap- proaches are possible and should be followed, so that neither side just waits for the other to take action. Awareness of the problem and action competence of all protagonists play a key role, which can be strengthened by implementing corresponding measures.
16 The actual reduction potential — the expected climate-impact of the meas- ures — differs both between the segments of the chain and from measure to measure, as well as from protagonist group to protagonist group. With regard to the limited resources it is thus of importance to be aware of the ratio of resources spent and impact of the CO2 reduction when it comes to decisions on investments in particular climate protection measures.
In general it pertains that the reduction potential of a segment of the chain is highest and the coverage rate is best if : 1 It contributes to the overall footprint with a significant share, and 2 If in either segment convincing stimuli exist for action. These may be: a Derived from the market situation (above average demand and heightened willingness to pay for climate-friendly products; competi- tive advantage for those that commit themselves in climate issues) and/or b Created by a political framework (e. g. taxation benefit, or public fund- ing programme) and/or c Given by regulations (e. g. emission limits, building regulations, restrictions, and constraints). 3 The responsible protagonists are open for climate protection issues, and 4 They have the necessary competencies and capabilities for introducing these measures.
In this chapter the differing possibilities of climate protection in the five sections of the tourism service and value chain named will be considered.
The superordinate aims for all of the sections are Saving energy consequently Efficient use of energy Energy from renewable sources Mobility with minimal energy consumption Enabling awareness and competences Avoiding climate protection measures that are incompatible with other aspects of sustainable development
Against the background of these criteria, possible climate protection measures (“action options”) along the tourism service and value chain will be named and evaluated regarding their reduction potential in the following.
17 It will be evaluated according to the following categories: The height of the reduction 1 Volume = share of the tourism-induced CO2 footprint in the Wadden Sea Region potential is resembled by the (0–1% = very small, 1–5 % = small, 5–15 % = medium, 15–30 % = large, >30 % = very large) colour of the fields in the diagram (the darker the colour, 2 Chances for realization = dependent of the factors: the higher the reduction po- a Technique — is all equipment available to implement a measure? tential of the action option of the particular categories). b Awareness — are all relevant protagonists open for climate issues? c Competence — do all protagonists have the necessary competences? d Incentives — extend incentives to implement measures by political framework and/or regulations given 3 Regional action options = to what degree do all protagonists have capabilities to suggest and govern measures themselves?
The action options with the fields marked darkest contain the highest emission reduction potential for tourism in the Wadden Sea Region.
4.1 Arrival & Departure Segment reduction potential
Arrival and Departure
0–1 % = svery small 0 mode share of emission action options volume chances for realization regional action options 1 1–5 % = small train 4.0 % employment of energy saving technique 1 4 1 5 –15 % = medium 2 employment of renewable energy 1 4 1 3 15 – 30 % = large extension of offer 2* 2 1 > 30 % = very large 4 bus 0.8 % employment of energy saving technique 0 3 1 employment of hybrid vehicles 0 1 1
extension of electromobility 0 1 1
extension of offer 1* 1 1 * Expected value after car 30.5 % employment of energy saving technique for vehicles 4 3 0 extension of offer extension of electromobility 4 3 0 ** Because of low availability and current problematic use of biofuels 1** 4 2 0 overall balance, only applicable for a few vehicles: strengthen awareness/competence of the user 4 3 2 thus only little impact incentives for switching to public transport (e. g. tickets 4 3 3 including accommodation, luggage and shuttle service) *** Sample size insufficient for statistical evaluation employment of energy saving technique incl. extension ship 0.5 % 0 3 2 of electromobility
airplane ns*** strengthen awareness/competence of the user ns 3 2 incentives for switching to other modes of transport ns 3 3
∑ 35.9 %
18 Case Study 1 Calm and without Cars — the Five Car-free North Sea Islands
It is not about pointing out climate protection with a wagging finger, but rather about the pleasure of fleeing the rush and noise of traffic and enjoying a holiday without a car. This is at the centre of the message that is put forward by the Lower-Saxony car-free North Sea islands of Baltrum, Juist, Langeoog, Spiekeroog, and Wanger ooge. With this they convert a supposed disadvantage — the fact that these islands are hard to reach by car — into a contemporary virtue — exclusive calm without stressful traffic noise and fumes. Although climate protection was not the initial trigger for the islands to be car-free, it has the potential to contribute to an Island train on Wangerooge environment friendly profile. It can be perfectly presented as effective and authentic and has even more potential to be highlighted a lot more. Being car-free at the holiday desti- nation addresses the biggest share of the climate footprint: mobility. Thus, this measure perfectly fits reaching climate protection goals and is explicitly worth imitating — even in tourism destinations that have a shore connection. At the same time, the islands demonstrate that although cars are forbidden the guests are in need of nothing. The car-free journey to the islands and mobility on the islands themselves Island train on Langeoog are perfectly fitted for a car-free holiday. Accordingly, the shuttle service, luggage transport service, and pleasure trips are targeted. As far as possible, the disadvantages and dis- comforts of a holiday with a car are taken off the guest. What stays is the ultimate experience of silence and the exclusivity of a car-free world. Otherwise nature and climate protection are also highly re- garded on the islands. Foremost, the so-called climate island of Juist that reached the final of a competition on sustainable destinations in tourism in 2013. Juist is convincing on the issue of climate protection due to its holistic and systematic
approach that is directed at decreasing the CO2 footprint in all areas of the island’s activities. The inspiring ideas range from “Veggie Days” for a smaller food footprint to a children’s climate change university. Delivering coach on Juist
www.juist.de/inselurlaub/natur-umwelt/klimainsel-juist
19 4.2 Local Mobility Segment reduction potential
Local Mobility
mode share of emission action options volume chances for realization regional action options
train 4.2 % employment of energy saving technique 1 4 1 employment of renewable energy 1 4 2
extension of offer 2* 2 3
bus 1.0 % employment of energy saving technique 1 3 3 employment of hybrid vehicles 1 3 3
extension of electromobility 1 1 3
extension of offer 2* 1 4
car 22.8 % employment of energy saving technique for vehicles 3 3 0 extension of electromobility 3 3 0
use of biofuels 3 2 0
strengthen awareness/ competence of the user 3 3 2
incentives for switching to public transport (e. g. tickets 3 3 3 including accommodation, luggage and shuttle service)
incentives for switching to bike riding (e. g. bikeway, combination with bus, hire bikes at bus stops and train 3 3 3 stations)
establishing further car-free or almost car-free 3 2 4 islands /places
incentives for switching to other modes of transport 0 3 3
employment of energy saving technique incl. extension ship 1.4 % 1 2 1 of electromobility
airplane ns** strengthen awareness/competence of the user ns 3 2 incentives for switching to other modes of transport ns 3 3
∑ 29,4 %
* Expected value after extension of offer ** Sample size insufficient for statistical evaluation
20 Case Studies 2 & 3 Through the Whole Vacation with Just one Euro — the Ostfriesland Tourist Bus “Vrachtfiets” for Ameland Makes Mobile without Car
Many holiday guests with children on the North Sea island of Ameland still travel to their holiday Technically specific bus offers are noth- destination by car and also take it onto the island ing new for holiday guests. However, because they dread transporting their luggage on the Ostfriesland tourist bus is very suc- local public transport. For these guests a clever idea cessful and receives a lot of praise. Thus was conceived within the framework of the INTER- it won the Destination Nature Award REG IV B project “Cradle-to-cradle islands”: the 2012 — “courage for innovation and “Vrachtfiets”. These are cargo bicycles supported by cooperation while thinking outside the an electric motor that enable guests, including their box” and the tourist bus could continu- children and luggage, to reach their accommoda- ally keep extending its offers due to tion from the ferry station without effort. Embedded good response. in the local service chain, this transport offer may But what does the tourist bus actu- contribute to less car traffic and consequently may ally offer? Very simple: holiday guests lead to a smaller climate footprint of the holiday with a tourist pass may discover the destination. Studies from the University of Delft ac- whole area of Ostfriesland while pay- companying this project have shown that a journey ing just one Euro for the service. The with the “Vrachtfiets” only makes up one ninetieth of network of routes covers an area of the eco costs of a journey with a car. Plus the experi- about 80 by 80 kilometres. About 22 ences made on a journey with the “Vrachtfiets” are transport companies are involved in certainly much more worthy than one with the regu- the Ems-Jade transport network (VEJ) lar fuel-guzzler. However, these “Vrachtfiets” are not that covers the districts of Ammerland, part of the streetscape of the island. So far, this idea Aurich, Friesland, Leer, and Wittmund is stuck at the model stage. Still, this project dem- as well as the towns of Emden and onstrates what such a system may look like. It is an Wilhelmshaven. Access is possible at example for the intelligent combination of muscular about 4,900 bus stops on about 250 routes. The strength, modern techniques, and electromobility at buses partly run every 30 minutes and enable con-
holiday destinations with which the CO2 emissions nections with ferries as well as regional and long- may be reduced — presuming that the electricity distance trains. “The tourist bus is a comfortable comes from sustainable sources. while cheap chauffeur on the coast and therefore a straightforward and ecologic alternative to the car”, it says in the justification for giving this project the Destination Nature Award. That is what the guests think too: in the first two years after release in 2009, the number of people using this service increased by about 90 per cent. Every tenth guest owning a tourist pass used the tourist bus in 2012. As a direct consequence of this, since 2012 the seasonal offer is henceforth available the whole year round. And why is this offer not already implemented in far more tourism destinations? It is simply not a triviality to unify this many protagonists in one economic coop- Cargo bicycles in action eration and to find a single and common tariff that is cheap, easy, and convincing for the guests. There is no space for parochial thinking. But it is worth- while — as this example demonstrates.
persbureau-ameland.nl/pages/nieuws. www.urlauberbus.info aspx?id=4c747500-5752-46f8-94cc- 0622362071bf
21 4.3 Accommodation Segment reduction potential
Accomodation
type share of emission action options volume chances for realization regional action options
hotels / inns / pensions 10.2 % energy-efficient building refurbishment 3 3 4 and new constructions only with passive 3 2 4 holiday apartments / houses 10.8 % house standards and employment of renewable energy * OK power label other accommodation, 1.2 % a) obtained by certified offerers* 3 3 4 or equivalent e.g. camping b) from own generation 3 2 4
further funding programs 3 2 3
strengthen consciousness/competence 3 3 4 of the offerers
constraint of energy-intensive 3 2 4 components of offers
reduction of the living space per guest 3 1 4
∑ 22,1 %
4.4 Catering Segment reduction potential
Catering
type share of emission action options volume chances for realization regional action options
sophisticated catering 0.8 % energy efficient building refurbishment 2 3 4 new constructions only with passive 2 2 4 and house standards
* OK power label normal catering 9.7 % employment of renewable energy or equivalent a) obtained by certified offerers* 2 3 4 ** E.g. short transport b) from own generation 2 2 4 routes due to regional cultivation; not from switching to food with a minor climate 2 2 4 heated green houses, less footprint ** meat and dairy products further funding programmes 2 2 3
strengthen consciousness / competence 2 3 4 of the offerers
∑ 10,6 %
22 Case Study 4 The Pellworm Climate Thermometer — Certified Climate-friendly Accommodation
Our study shows that about one fifth of the tourism climate foot- print derives from the accommodation segment. However, not all accommodation is as polluting; some have managed to lower their
CO2 emissions remarkably. On the Nordfriesland island of Pellworm, guests may already have noticed the commitment of the host for climate protection in the catalogue of accommodation.
A CO2 thermometer gives information on the climate-friendliness of accommodation. The more climate-friendly the accommodation is, the greener the thermometer is coloured. Those that have this Icon are checked and certified, thus offering a minimum of cli- mate protection standards. At least every two years these providers take part in a certification process. The central instrument for certification is a certification manual. The climate-friendliness of the accommodation is measured by 15 criteria. Further criteria exist for hotels / inns / pen- sions. Basic requirements are, e. g., control of heat and energy consumption, existence of a valid energy pass, heat insulation, decentralized control of heat tempera- tures, employment of energy efficient domestic applianc- es and energy saving lightning, avoidance of stand-by modes on electrical devices, and much more, including the well-known towel management as well as informing guests on the topic of climate protection. On August 23 2012 the first four enterprises were certi- fied as “climate-friendly holiday accommodation”. And far more shall follow this example. By the way, the procedure developed by Pellworm is easy to introduce in other tourism communes too. So, why not introduce the Pellworm thermometer everywhere in the Wadden Sea Region? This way, climate-conscious guests may find their preferred accommodation more easily and the poorest per- formers would have a good reason to catch up.
www.pellworm.de/urlaub-buchen/online-buchen/klimafreundliche-urlaubsunterkunft.html
23 4.5 Leisure Facilities Segment reduction potential
Leisure Facilities
type share of emission action options volume chances for realization regional action options
public swimming pools 1.2 % energy-efficient building refurbishment 1 2 4 new constructions only with passive 1 2 4 and house standards
other leisure facilieties 0.8 % employment of renewable energy * OK power label a) obtained by certified offerers* 1 4 4 or equivalent b) from own generation 1 2 4
constraint of energy-intensive components 1 2 4 of offers
shut-down of facilities 1 1 3
∑ 2,0 %
4.6 R eduction Potential of Overarching Measures
In addition to measures within the named The reduction potential of an option should be, if segments, such measures are to be considered approached together, evaluated as higher than in that have an overarching character and thus single terms as done before. may potentially have an influence on several or even all segments. Among the measures are Ultimately, further immense reduction potentials information campaigns and competitions, as well lie in national and international decisions, e. g. as other measures for increasing consciousness, in the area of funding programmes as well as acceptance, and competence. They may point at on judicial aspects of taxation and regulations. differing target groups (e. g. consumers, providers They don’t need to concentrate exclusively on in tourism, political decision makers) and address tourism, but they may have a great impact on the
smaller or lager geographical regions. The poten- tourism-induced CO2 footprint of the Wadden tial of such a measure hinges on the question of Sea Region. If tourism in the Wadden Sea Region whether actual change in behaviour in the sense wants to contribute its share to the regionally of energy saving and climate protection may be formulated climate protection goals, it should triggered by it. campaign for a supra-regional framework of necessary extent. The WWF study “model Ger- Still, it has to be noticed that numerous techni- many” | 19 intensely and broadly describes where, cal action options (like energy refurbishment) are to what extent, and why this has to happen. of importance for several segments and may be approached together in practical implementation. Thereby effects of synergy are most probable.
19 For an abbreviated version see: dialog.wwf.de/storage/files-kurzfassung-modell-deutschland-1.pdf
24 Case Study 5
Uthlande Energy Network — A Network for Competence and Joint Action
The Nordfriesland islands (Amrum, Föhr, Pellworm, Sylt) and the "Halligen” (foremost Gröde; Hooge, Langeneß, Oland, and Nordstran- dischmoor) as well as the North Sea island of Helgoland form the region of Uthlande. In recent years, they have been committed in un- ion to diverse projects on climate protection. These measures range from local climate protection and energy concepts as well as the promotion of the employment of renewable energy to information and education offers. Accordingly, the experience the protagonists Solar field on Pellworm gained is diverse. The “Uthlande energy network” attempts to bundle this knowledge and these competences. It is a topic-oriented coop- eration that makes the experience gained in projects easily accessi- ble for other regions. Therefore, this network promotes the exchange of information on this topic between the islands and Halligs. Fur- thermore, it wants to construct an online energy information pool for the region and tries to bring together committed people from the region of Uthlande in a working group on the issue of energy. The advantages of cooperation like this are obvious. Thanks to an or- ganized exchange the protagonists of the region may avoid spend- ing money needlessly by building upon experience already gained by Climate protection in focus someone else. Simultaneously, the members of the network (as well as their climate protection projects) may help one another directly to overcome barriers and thus prevent a project from being stuck. Together, many problems are more easily resolved and new ideas may also arise by reciprocal inspiration. Climate protection is a collective task. The Uthlande energy network shows how climate protection can be advanced together.
www.inselundhalligkonferenz.de/energie.php
25 Action plan for Reducing the Tourism-induced CO2 Footprint 10 regional 5 Goals for climate protection
As described at the beginning, the Wadden Sea Region has set a specific goal for climate protection: by 2030 it shall become climate-neu- tral. To avoid missing this goal it is necessary to immediately implement measures for reducing
the CO2 footprint in this region. This also in- cludes tourism. It is of importance to invest the that concern action fields which combine high scarce capacities where they have the biggest emission volumes, promising realization chances, impact on climate protection. The present study and a direct ability for influence by the regions describes for what action options this accounts itself. Against this background the following most. Special focus should be put on measures measures were chosen and formulated as a pro- posal for a ten-point plan of goals and measures
for reducing the tourism-induced CO2 footprint of the Wadden Sea Region.
Pictograms
arrival & departure
local mobility
accomodation
catering
leisure facilities
26 justification: what are the benefits of this sction, what has to be considered?
goal
tourism segments 1 – Sustainable mobility: of the service fewer cars and planes, more trains, buses, and bikes and value chain affected
actions: who has to do what in the region for achievement? This goal needs broad support from all — from politicians, businesses, associations, residents, Mobility is the segment with the highest
and last but not least from the tourist. potential for CO2 reduction impact in Wadden Sea tourism. Remarkable potential lies in, e. g., Action 1 Concept for more sustainable tourism mobility in the extension of train, bus (see goal 2), and the Wadden Sea Region and a definition of steps bike traffic (see goal 3), the introduction of for implementation. more car-free islands (see goal 4), the reduc- tion of air traffic (see goal 5), the promotion of e-mobility, as well as the employment of saving ferries. Many activities already exist. the core steps for What counts most for consequent further implementing such a development are the sum of incentives, the concept will be further feasibility, and the conviction that have to be itemized in the tuned, bundled, and agreed upon in a joint following goals 2 to 5 concept.
2 – More and better train and bus traffic
Concerted behaviour of all involved, including public support on financial and regulatory A major reduction potential lies in this goal, purposes as well as cooperation of the transport which may well be achieved: the more com- carriers with landlords, caterers, and leisure fortable and reliable, as well as cheaper and facilities to make attractive combination offers. better, the connected train and bus traffic is, the more attractive it seems to people. For ex- Action 1 Motivate the guests by optimal service. ample, a ticket already paid for by tourist fees and valid throughout the whole region would Action 2 Offer car sharing at the holiday destination. decrease the barriers for using public trans- port immensely! But it has to be considered Action 3 Introduce cheap share taxis. that old fuel-guzzling vehicles running empty on all the routes will not have any positive Action 4 Introduce a mobility card for guests for free use influence on climate. of public transport (most preferably as an extra service of the tourist pass).
Action 5 An advertising campaign for switching to public transport.
27 3 – Boost bicycle traffic
Local and regional politicians as well as tourism organizations, transport carriers, and private Bicycling enables mobility without fumes and businesses are to be involved. has a great reduction potential. A good sign system on bike routes and many bicycle rent- Action 1 Further expansion of the possibilities for taking als partly exist. Also more and more tourism one’s own bike (including Shuttle Service) and offers especially targeted at cyclists are being combination offers with bus and train traffic. introduced onto the market. This has to be appreciated, fostered and extended so that Action 2 Information campaign on regional mobility cycling becomes an even better alternative offers targeted at guests with bikes. mode of transport at the destination.
4 – Extend the concept of car-free islands
Local politicians of the Wadden Sea islands and communes, tourism organizations. Five out of seven Ostfriesland islands are already car-free. This successful concept Action 1 Building up an initiative for exchange of experi- reduces greenhouse gas emissions and, by the ence and for finding solutions to how further way (but no less important) shows tourists islands and places may become car-free. that cars are dispensable, at least for a while.
5 – Air traffic: minimize instead of expand
Regional tourism organizations and local politicians. Not only would precious tranquillity be destroyed by air traffic, but also the tourism- Action 1 Don’t promote arrival via airplane by extending induced CO2 footprint raised by it. To avoid airfields or even building new ones, as well as this, it should not be further promoted, unless not promoting by tourism marketing. absolutely necessary for the sustenance of the inhabitants. Action 2 Don’t promote in foreign regions that lie more If promotion is done in source markets that than 1,000 kilometres away. could only easily reach the Wadden Sea Region by airplane, the destination has to be aware of the increased air traffic resulting.
28 If this is not wanted due to climate protection issues, the destination should not purposely advertise in these source-markets. Up to 1,000 kilometres arrival by train is realistic (assuming an appropriate train system) but not from places further away.
6 – speed up energy-efficient building refurbishment and implement passive housing standards
Enterprises with properties used for tourism as
well as providers of public buildings; regional A huge CO2 reduction impact can also be at- politicians and administration, financial institu- tained in this topic area. Although this goal is tions, chambers of craft, industry, and trade. not specific for this single region and its speed of implementation is influenced by financial Action 1 Information campaign aimed at tourism pro- incentives on a national level, measures on a viders that also demonstrates the economic regional level may have great impact too. benefits of such refurbishments; where applica- ble, in cooperation with banks and trustee saving Facing increasing energy costs, the possibili- banks. ties of cost reduction may be combined with
reduction of CO2 emissions. Action 2 Introduce a regional funding programme for tourism businesses.
Action 3 Offer free supplementary refurbishment con- sultations. Implement in cooperation with, e. g., chambers of craft, industry, and trade.
7 – Create and use more renewable energy
Tourism providers, utility companies. Even if savings and efficiency are optimal, Action 1 Obtain energy from certified suppliers all of us use a lot of energy — also in tour- (OK power label or equivalent). ism. This energy has to come and may come from renewable energy sources. In particular, Action 2 Energy generation by, e. g., solarthermics or the use of solar energy makes a lot of sense photovoltaics. in tourism, since most energy, warmth and electricity is needed in the sunny months of Action 3 Information campaign on this topic aimed at the year due to more guests. Those obtaining tourism providers. energy like this seem much more authentic in their actions, may lead as a good exam- ple, and most importantly contribute to the
reduction of CO2 emissions.
29 8 – More transparency of climate strain induced by tourism products and services
Investigation institutes, national and regional governments, tourism organizations, tourism This goal refers to certification of all products providers and brokers, chambers of craft, of the tourism service and value chain. With industry, and trade this labelling the guest may recognize what “climate rucksack” a product has and may Action 1 Develop and introduce a consistent method for decide on a more climate-friendly alternative. the calculation of the CO2 footprint of tourism In the long-term, this may have a significant services. reduction effect. It would be ideal if this transparency was applied to all tourism Action 2 Create incentives for the labelling of tourism products on the market, so that a comparison products, indicating their CO2 footprint. between Büsum and the Maldives would be enabled. But the Wadden Sea Region may at Action 3 Offer free supplementary refurbishment con- least start with this labelling and thus give an sultations. Implement in cooperation with, e.g., impulse for more transparency. chambers of craft, industry, and trade.
9 – Promote catering with a CO2 footprint as small as possible
Hotel business/gastronomy, tourism organiza- tions, and if applicable a media partner. The core idea is that gastronomy develops,
offers, and advertises the low CO2 footprints Action 1 Introduce consistent calculation of catering of attractive — preferably vegetarian — dishes CO2 footprint that is easy to apply. primarily made of organic ingredients from the region. The related strengthening of “the Action 2 “Climate-friendly cuisine of the Wadden Sea regional” has synergy effects on desirable Region” competition, accompanied by a me- developments outside climate protection: dia partner that visits and presents exemplary it strengthens the regional value chain and cuisine. may foster nature protection by the promo- tion of organic farming. It has to be consid- ered that regional products do not necessarily
have a smaller CO2 footprint than products obtained from further away. It depends on the type of product and its treatment.
30 10 – Strengthen the identity and profiling of the Wadden Sea Region as a climate-friendly (model) region
Foremost the local political committees: ultimately, they have to support such concepts Background: one is more active if one is proud and their implementation. But, an initiative that of the region one is living in and identifies convinces local politicians may well come from itself with joint initiatives. This motivates and every single one. unites people as well as boosts constructive competition (who does it best?). One positive Action 1 Communication concept for internal and exter- indirect effect is to make the tri-national co- nal profiling and illustrate the self-concept of a operation on nature protection in the Wadden region. Sea more known and understandable.
Action 2 Holding Wadden Sea climate days, where exemplary climate protection activities from the region are presented.
For most action options — whether they were named in this action plan or not — their success will be seen if they are supported by appropriate private or public, financial or ideal incentives as well as a promoting a regulatory framework. If the joint climate protection goals for the Wadden Sea Re- gion | 20 are to be attained, there still is a substantial need for optimization.
20 Sylt-Declaration of the three Wadden Sea states in 2010: www.waddensea-secretariat.org/management/publications/sylt-declaration-2010
31 Inhaltsverzeichnis Appendix 1 EINLEITUNG 3 2 ÜBERSICHT ÜBER DIE TOURISTISCH BEDINGTEN EMISSIONEN4 2.1 Schleswig-Holsteinisches Wattenmeer – An- und Abreise 4 2.2 Schleswig-Holsteinisches Wattenmeer – Mobilität vor Ort 5 6 2.3 Schleswig-Holsteinisches Wattenmeer – Unterkunft 6 2.4 Schleswig-Holsteinisches Wattenmeer – Verpflegung 7 2.5 Schleswig-Holsteinisches Wattenmeer – Freizeiteinrichtungen 8 2.6 Niedersächsisches Wattenmeer (Hochrechnung) 9 2.7 Dänisches Wattenmeer (Hochrechnung) 9 This appendix further explains the calculation
2.8 Niederländisches Wattenmeer (Hochrechnung) 10 of the CO2 equivalents in the present study. 3 GENUTZTE MARKFORSCHUNGSDATEN 11 4 DEFINITIONEN 11 Hereinafter will be presented:
5 INFORMATIONEN ZUR EMISSIONSBERECHNUNG 13 an overview on the tourism-induced CO2 6 HINTERGRUNDINFORMATIONEN ZU DEN KORREKTURFAKTOREN 14 equivalent emissions of holiday trips and short 7 LITERATUR 15 trips in the Wadden Sea Region in tabular 8 KOMMENTARE ZUR BERECHNUNG 17 form (in detail for the North Sea coast of Schleswig-Holstein, in short for the North Sea coast of Lower Saxony, Danish and Dutch Wadden Sea); the following segments will be taken into account: arrival and departure local mobility accommodation catering, and leisure facilities
a list of the market research data used (including descriptions) definitions of terms used in the mentioned tables information on the calculation of emissions background Information on the adjustment coefficients a list of the literature used comments on the calculation (with regard to the table in chapter 3)
32 6.1 O verview of Tourism-Induced Emissions
Calculation of tourism-induced emissions in the Wadden Sea Region 2010/2011 Schleswig-Holstein Wadden Sea
6.1.1 arrival & Departure
average average travel distance travel distance 1 | (both ways) 2 | (both ways) number of number of specific CO2 eq CO2 eq emissions holiday trips 5 days+ holiday trips short trips 2–4 days short trips SUM (distances) emissions in total in total
km km pkm g/pkm tons
in total 928 4 | 1,200,000 921 5 | 372,000 1,456,212,000 100,763
train 1,039 6 | 168,000 1,010 7 | 44,640 219,638,400 11,277
long-distance 175,710,720 45 7,887
short-distance 43,927,680 77 3,391
bus 1,039 8 | 60,000 1,010 9 | 14,880 77,368,800 30 2,326
3 | car 890 10 | 936,000 909 11 | 301,320 1,106,939,880 77 85,626
feeder ships 12 | 39 13 | 132,000 12 | 39 13 | 40,920 6,743,880 14 | 227 1,534
other without (e. g. aircraft, ship, bicycle) 36,000 11,160 calculation
1 RA 2011: distance travelled estimated with the help of geo-coordinates of the centres of the federal states of origin and the city of Bredstedt as holiday destination at the Schleswig-Holstein North Sea 2 RA 2011: distance travelled estimated with the help of geo-coordinates of the centres of the federal states of origin and the city of Bredstedt as short trip destination at the Schleswig-Holstein North Sea 3 RA 2011: capacity utilization 2.7 people (average number of travel participants in car travel to Schleswig-Holstein North Sea) 4 RA 2011: destination Schleswig-Holstein North Sea 5 RA 2011: 3.1 million short holiday trips to destination Schleswig-Holstein (basis: 1st to 5th short holiday trip) GBSH 2011: 12 % of the Schleswig-Holstein short holiday trips were to the North Sea 6 RA 2011: 14 % arrivals by train at the Schleswig-Holstein North Sea 7 RA 2011: 10 % arrivals by train on short holiday trips to Schleswig-Holstein AND 14 % arrivals by train on holiday trips to the Schleswig-Holstein North Sea thus 12 % assumed 8 RA 2011: 5 % arrivals by bus at the Schleswig-Holstein North Sea 9 RA 2011: 3 % arrivals by bus on short holiday trips to Schleswig-Holstein AND 5 % arrivals by bus on holiday trips to the Schleswig-Holstein North Sea thus 4 % assumed 10 RA 2011: 78 % arrivals by car at the Schleswig-Holstein North Sea 11 RA 2011: 85 % arrivals by car on short holiday trips to Schleswig-Holstein AND 78 % arrivals by car on holiday trips to the Schleswig-Holstein North Sea thus 81 % assumed 12 Dagebüll – Wyk / Föhr: 12.6 km; Dagebüll – Wittdün / Amrum (via Wyk / Föhr): 31.6 km; Strucklahnungshörn – Pellworm: 14.3 km; Schlüttsiel – Hallig Hooge:19.3 km; Schlüttsiel – Hallig Langeneß (via Hallig Hooge): 24.3 km; calculation of the average by taking into account the shares of guests on the different islands and halligs 13 Statistical Office for Hamburg and Schleswig-Holstein: in 2011 the guests on Föhr, Amrum, Pellworm, Langeneß, and Hallig Hooge made up 11 % of the total number of guests in Dithmarschen and Nordfriesland (only accommodation with 9+ beds, including foreign guests) 14 There are no big roll-on / roll-off ships in the Wadden Sea. Thus the emission factor for bigger passenger ships is used.
33 Calculation of tourism-induced emissions in the Wadden Sea Region 2010/2011 Schleswig-Holstein Wadden Sea
6.1.2 local Mobility
average
travel distance specific CO2 eq CO2 eq emissions (both ways) number of day trips SUM emissions in total in total residence trip (day guests) km pkm g/pkm tons
in total 2 | 78 3 | 12,500,000 975,000,000 64,228
train (share 13 %) 2 | 78 4 | 1,625,000 126,750,000 77 5 | 9,783
bus (share 5 %) 2 | 78 6 | 625,000 48,750,000 2,306
1 | city buses 250,000 19,500,000 73 1,427
coaches 375,000 29,250,000 30 879
car (share: 68 %) 2 | 78 7 | 8,500,000 663,000,000 8 | 77 51,286
ship 9 | 30 10 | 125,000 3,750,000 227 853
bicycle 11 | 750,000 without calculation
motorbike 125,000 without calculation
trips at the travel destination number of tourists number of day trips (during holiday trip that did at least per holiday trip or and short trip) one day trip short trip number of day trips
in total 12 | 75 13 | 1,021,800 14 | 4.2 4,291,560 321,867,000 27,115
train 12 | 75 15 | 138,216 14 | 4.2 580,507 43,538,040 77 16 | 3,361
bus 12 | 75 15 | 48,672 14 | 4.2 204,422 15,331,680 725
city buses 19,469 6,132,672 73 449
coaches 29,203 9,199,008 30 277
car 12 | 75 15 | 804,258 14 | 4.2 3,377,884 253,341,270 8 | 77 19,597
feeder ships 17 | 30 18 | 503,040 1 503,040 15,091,200 227 3,432 other (e.g. aircraft, ship, bicycle) 30,654 0 without calculation
local mobility in total 91,343
1 ift/Metropolregion Hamburg 2011: share of bus 5 %, therein 40 % city buses and 60 % coach 2 Maschke 2005: Tagesreisen der Deutschen (Teil 1) 3 Maschke 2005: Tagesreisen der Deutschen (Teil 1): trip destination Schleswig-Holstein North Sea 4 ift/Metropolregion Hamburg 2011 (special analysis of TASH–Tourismus Agentur Schleswig-Holstein): 13 % of the people doing day trips to the destination Schleswig-Holstein North Sea used a train, therein 5 % underground/tram and 8 % other trains 5 Local public transport 6 ift/Metropolregion Hamburg 2011 (special analysis of TASH): 5 % of the people doing day trips to the destination Schleswig-Holstein North Sea used a bus 7 ift/Metropolregion Hamburg 2011 (special analysis of TASH): 68 % of the people doing day trips to the destination Schleswig-Holstein North Sea used a car 8 RA 2011: capacity utilization of 2.7 people per car 9 Estimated 10 ift/Metropolregion Hamburg 2011 (special analysis of TASH): 1 % of the people doing day trips to the destination Schleswig-Holstein North Sea used a ship 11 ift/Metropolregion Hamburg 2011 (special analysis of TASH): 6 % of the people doing day trips to the destination Schleswig-Holstein North Sea used a
34 Calculation of tourism-induced emissions in the Wadden Sea Region 2010/2011 Schleswig-Holstein Wadden Sea
6.1.3 accommodation * * average comfort, incl. breakfast
number of nights of stay on number of nights of stay on specific CO2 eq emissions CO2 eq emissions holiday trips (5 days+) short holiday trips (2-4 days) SUM (accommodation) in total in total
g/overnight stay tons
in total 12,092,400 855,600 12,948,000 68,642
hotel/inn /pension 1 | 2,511,600 2 | 308,016 2,819,616 11,186 31,541
holiday apartment / house 3 | 9,110,400 4 | 239,568 9,349,968 3,583 33,499 other (z.B. 1 | VFR, Camping) 5 | 470,400 6 | 308,016 778,416 4,627 3,602
therein: 1 | VFR minor share 7 | 179,676 without calculation
1 VFR == visitingvisiting friendsfriends andand relativesrelatives 2 RA 2011: destination Schleswig-Holstein North Sea; 23 % in hotel / inn / pension with an average of 9.1 nights of stay. Therein: 16 % spring, 53 % summer, 26 % autumn, 5 % winter 3 RA 2011: destination Schleswig-Holstein North Sea; 73 % in holiday apartment / house with an average of 10.4 nights of stay. Therein: 28 % spring, 49 % summer, 20 % autumn, 2 % winter 4 RA 2011: destination Schleswig-Holstein; 36 % in hotel/inn/pension.hotel / inn / pension. Therein: 41% spring, 32% summer, 13% autumn, 15% winter RATherein: 2012 :41 Durchschnittlich % spring, 32 % summer,2,3 Übernachtungen 13 % autumn, 15 % winter RA 2012: on average 2.3 nights of stay 5 RA 2011: Reiseziel SH; 28 % in Fewo/-haus; Frühjahr 47 %, Sommer 21 %, Herbst 23 %, Winter 9 %; 5 RA 20122011:: Durchschnittlichdestination Schleswig-Holstein; 2,3 Übernachtungen 28 % in holiday apartment / house. Therein: 47 % spring, 21 % summer, 23 % autumn, 9 % winter 6 RA 2011: Reiseziel Nordsee SH; 4 % sonstige Unterkünfte, mit durchschnittlich 9,8 Übernachtungen; RA 2012: on average 2.3 nights of stay Darin: 15 % Frühjahr, 78 % Sommer, 8 % Herbst, 0 % Winter 6 RA 2011: destination Schleswig-Holstein North Sea; 4 % in other accommodation with an average of 9.8 nights of stay. 7 RA 2011: Reiseziel SH; 36 % Sonstige Unterkünfte; Frühjahr 45 %, Sommer 19 %, Herbst 33 %, Winter 3 %; Therein: 15 % spring, 78 % summer, 8 % autumn, 0 % winter RA 2012: Durchschnittlich 2,3 Übernachtungen 7 RA 2011: destination Schleswig-Holstein; 36 % in other accommodations. Therein: 45 % spring, 19 % summer, 33 % autumn, 3 % winter RA 2012: on average 2.3 nights of stay
bicycle 12 TV SH (n. y.): Mehr Erfolg durch Kooperation. Ein Leitfaden zur Optimierung der lokalen Strukturen im Tourismus in Schleswig-Holstein: Here the distance of short day trips is defined as 30–45 minutes by car. With an estimated speed of 60 km/h (mix in- and outside cities, without motorways) this counts as 30–45 km one way (Ø 37.5 km). Thus approximately 75 km both ways. 13 RA 2011 und GBSH 2011: 12 % of the Schleswig-Holstein short holiday trips go to the North Sea; destination North Sea: 65 % of overnight guests have undertaken at least 1 day trip 14 GBSH 2011: destination North Sea; on average 4.2 day trips per holiday trip 15 RA 2011 und GBSH 2011: destination North Sea: 65 % of overnight guests have undertaken at least 1 day trip (assumption: vehicle at destination = vehicle used for travelling to destination) 16 Local public transport 17 Estimated 18 GBSH 2011: 32 % of the Schleswig-Holstein North Sea guests used a ship at least once during their stay
35 Calculation of tourism-induced emissions in the Wadden Sea Region 2010/2011 Schleswig-Holstein Wadden Sea
6.1.4 Catering * * assumption: one warm meal a day
duration of stay (days) duration of stay (days) duration of stay (days) SUM specific CO2 eq emissions CO2 eq emissions during holiday trips during short trips during day trips duration of stay in days in total in total
warm meals g/meal tons
in total 1 | 13,320,000 2 | 1,227,600 3 | 12,500,000 27,047,600 32,834 sophisticated catering 4 | 266,400 4 | 24,552 5 | 125,000 415,952 6,219 2,587
normal catering 6 | 11,854,800 6 | 1,092,564 7 | 4,875,000 17,822,364 1,697 30,248
without warm meal 8 | 1,065,600 8 | 98,208 9 | 7,500,000 8,663,808 without calculation
1 RA 2011: destination Schleswig-Holstein North Sea; on average 11.1 days
2 RA 2011: share Schleswig-Holstein North Sea 12 % (analogue to holiday trips) • RA 2012: destination Schleswig-Holstein; average duration of 3.3 days 3 Maschke 2005: Tagesreisen der Deutschen (part 1): trip destination Schleswig-Holstein North Sea 4 RA 2004, module purchaser types: 2 % of the Schleswig-Holstein guests say that they want to enjoy pure luxury during their holiday 5 dwif 2008: Sparkassen-Tourismusbarometer Schleswig-Holstein – Jahresbericht 2008, p.103 (basis: special analysis day trips of Germans to the destination Schleswig-Holstein North Sea): 40 % making use of catering, therein estimated 1 % sophisticated catering 6 RA 2004, module purchaser types: 89 % of the Schleswig-Holstein guests look at quality and price during their holiday 7 dwif 2008: Sparkassen-Tourismusbarometer Schleswig-Holstein – Jahresbericht 2008, p.103 (basis: special analysis day trips of Germans to the destination Schleswig-Holstein North Sea): 40 % making use of catering, therein estimated 39 % normal catering 8 RA 2004, module purchaser types: 8 % of the Schleswig-Holstein guests say that their holiday should be as cheap as possible 9 dwif 2008: Sparkassen-Tourismusbarometer Schleswig-Holstein – Jahresbericht 2008, p.103 (basis: special analysis day trips of Germans to the destination Schleswig-Holstein North Sea): 60 % making no use of catering
36 Calculation of tourism-induced emissions in the Wadden Sea Region 2010/2011 Schleswig-Holstein Wadden Sea
6.1.5 leisure Facilities
Number of day trips specific CO2 eq emissions CO2 eq emissions (holiday and short trips) Amount day guests energy consumption in total in total
kwh g/kwh tons
1 | volume 4,291,560 12,500,000
2 | swimming pools & centres 4 | 14,620,000 4,549
electricity 2,920,000 563.7 1,646
heat 11,700,000 248 2,903
3 | touristic facilities 4 | 6,510,000 2,848
electricity 3,906,000 563.7 2,202
heat 2,604,000 248 646
leisure facilities in total 7,397
SUM footprint Schleswig-Holstein (without adjustment) 300,979
1 GBSH 2011: destination North Sea (n = 235); beach / swimming areas: 50 %, maritime attractions: 36 %, city centres / shopping centres: 35 %, landscape attractions: 34 %, nature park / national park centres: 33 %, (boat trips: 32 % see local mobility), churches: 30 %, promenades / piers: 30 %, weekly markets / farm shops: 26 %, museums: 19 % 2 36 outdoor swimming pools and 14 indoor swimming pools, therein: Leck adventure pool with sauna landscape and adventure slide, the “Sylter Welle”, and “Piratenmeer” adventure pool 3 GBSH 2011: calculated on the basis of activity quotas of the North Sea guests 2011, therein: tourist information, cultural sector (museums, theatres, concerts), nature information centres, edutainment centres / aquaria / sea experience centres, zoos, event locations, and cure / health / wellness facilities including therapeutic centres
Big tourism attractions at the Schleswig-Holstein North Sea with relevance for the tourism footprint of the region: Multimar Wattforum Tönning, Westküstenpark and Robbarium in St. Peter-Ording, Sturmflutwelt “Blanker Hans”, “Willi Wal” / “Fun-Park Föhr” / Land-und-Leute-Familienpark leisure and indoor playgrounds, Seehundstation Friedrichskoog, Stone Age Park Dithmarschen in Albersdorf 4 NIT, vota, project m, PTV 2007: Optimierung der touristischen Infrastruktur in Schleswig-Holstein, Arbeitsteil Bestandsanalyse der touristischen Infrastruktur and GBSH 2011
37 Calculation of tourism-induced emissions in the Wadden Sea Region 2010/2011
6.1.6 Extrapolation
Lower Saxony Wadden Sea arrival & departure local mobility accommodation catering leisure facilities SUM footprint adjustment coefficient 1.4 1.4 1.4 1.4 1
more guests, shorter 40% more travel distance for overnight stays, domestic tourists, 40% more a little more camping, 40% more but more guests from overnight stays, less overnight stays overnight stays, other countries, simi- consequently also in holiday apart- consequently reason lar modes of transport more day trips ments / houses more meals
CO2 eq [tons] 141,068 127,880 96,099 45,968 7,397 418,412
Danish Wadden Sea adjustment coefficient 1.2 1 1 1 1 more guests, shorter travel distance for domestic tourists, but more guests from other countries, in similar amount total 20 % longer of overnight stays travel distance, similar similar amount and similar modes of similar amount reason modes of transport of day trips accommodation of meals
CO2 eq [tons] 120,915 91,343 68,642 32,834 7,397 321,132
Dutch Wadden Sea adjustment coefficient 1.7 1.4 1.4 1.4 1
more guests, shorter travel distance for domestic tourists, but more guests from 40 % more overnight other countries, in 40% more stays, more camping, 40% more total 20 % longer overnight stays, less overnight stays overnight stays, travel distance, similar consequently also in holiday apart- consequently reason modes of transport more day trips ments / houses more meals
CO2 eq [tons] 171,297 127,880 96,099 45,968 7,397 448,641
SUM Wadden Sea Region 1,489,164
38 6.2 Market Research Data Used
As a basis of the calculation, data from the following market research studies were primarily used:
Reiseanalyse RA 2011: the Reiseanalyse, carried out by the Forschungsgemeinschaft Urlaub und Reisen (FUR), is a survey representative of the German population. It registers and describes holiday and travel behaviour as well as holiday motives and interests. For the evaluation, the RA 2011 was used that deals with the holiday trips and short trips of 2010. ( www.reiseanalyse.de)
GBSH 2011: the guest survey for Schleswig-Holstein is representative for the overnight guests in accommodation establishments in 2011 (for further information see www.nit-kiel.de). ift/Metropolregion Hamburg 2011: behaviour of the population of the Hamburg metropolitan region on day trips, final report with specific recommendations.
Furthermore, supplementary data was used from selected other sources (see chapter 6.6 literature).
6.3 Definitions
The following definitions are applied for the terms used in the overview table and for the calcula- tion of the tourism-induced footprint:
CO2-Äquivalent / CO2 eq: the (relative) greenhouse warming potential or CO2 equivalent indicates how much a determined quantity of greenhouse gases (CO2, methane (CH4) and nitrous oxide (N2O) are greenhouse gases) contributes to the greenhouse effect. CO2 serves as a reference; the abbre- viation is CO2 eq (eq = equivalent). The value describes the medium warming over a certain time period; often a century is considered. holiday trip: 5 days+. short holiday trip: 2-4 days. day trip: one day trip with a private motive. residence trip: day trips that are made from the location of residence. According to the dwif (2005) and ift (2011) day trips are NOT routine journeys, such commuting to work, medical consultation or association activities. As well as trips to the countryside or to visit something, trips to visit friends and relatives, to play sport, to take part in events, to eat out, or to go shopping — but not for every- day needs — also count as residence trips. trips at the travel destination: trips that take place at the travel destination during a holiday or short holiday trip.
39 holiday destination North Sea Schleswig-Holstein: for holiday trips a demand oriented approach was chosen. The interviewees were shown a map during the RA-survey and with its help they were asked to define their travel destination during the holiday trip. In Schleswig-Holstein there were three categories available: North Sea (marked grey, Code 100), Baltic Sea (101), and inland (102).
Figure 5: travel destinations in Northern Germany (Source: FUR)
for short holiday trips the RA delivers information on volume but does not make any statements about the region visited within a federal state of Germany. Therefore, the share of short trips to the North Sea was estimated through the results of the GBSH 2011 (percentage share of short trips in communes with access to the North Sea coast. for day trips the dwif discriminates between the following destinations in Schleswig-Holstein: North Sea, Baltic Sea, and Holstein Switzerland / rest of Schleswig-Holstein. The statements of the study of the metropolitan region of Hamburg refer to the following locations at the North Sea: Büsum, Sylt, St. Peter-Ording, Husum, Glückstadt, and further locations in Dithmarschen.
Local mobility — mean travel distances in kilometers: as a base for the calculation, the so called inland distance of the local tourism organisations (LTO) was chosen. The mean travel time to the destination is 30–45 minutes by car (Source: Tourismusverband Schleswig-Holstein (n. y.): Mehr Erfolg durch Kooperation. Ein Leitfaden zur Optimierung der lokalen Strukturen im Tourismus in Schleswig-Holstein). With a mean speed of 60 km/h it is equivalent to 30–45 kilometres one way, consequently for both ways 75 km.
6.4 Information on the Calculation of Emissions
Emission factors for cars (assumed average capacity of 2.7 people), train (subdivided into public long-distance travel, public short-distance travel, and tram / subway), bus (subdivided into city buses and coaches) according to the transport emission model of the Institute for Energy and Environment Investigations (ifeu) (tremod v. 5.25).
Emission factors for ships: assumed average consumption of 7.5 l of diesel per vessel-km and 99 passenger-km per vessel-km.
Energy consumption of other vehicles: was not calculated. According to the RA 2011 and ift 2011, they only have a share of 3 %.
40 Energy consumption of accommodation: calculated per night in accommodation with average comfort and breakfast (without restaurant), winter and summer separately. Electricity (illumination, power, process heat, process refrigeration, communication, and space heating) and heat (process heat, warm water and heating) are taken into account. Hotels / inns / pensions, holiday apartments and houses, and camping are considered. Overnight stays with relatives and friends were not con- sidered (they only have a small share of holiday trips, but a share of 21 % of short trips).
Energy consumption in catering: calculation for one warm meal a day, separated into normal and sophisticated catering (different course meals). Shares calculated on the basis of attitudes towards quality and price of holiday trips (“pure luxury” = sophisticated catering, “quality and price are important” = normal catering, “as cheap as possible” = no warm meal). Electricity and gas are taken into account (because hotels and restaurant usually cook with gas).
Energy consumption in leisure facilities: calculation of the electricity and heat demand of the most important tourism facilities at the North Sea of Schleswig-Holstein under usage of the recent guest estimates (basis: activity quotas of guest at the North Sea 2011 according to the GBSH 2011, including: tourist information, culture facilities (museums, theatres, concerts), nature informa- tion centres, edutainment centres / aquaria / sea experience centres, zoos, event locations, and cure / health / wellness facilities including therapeutic centres). Separately, swimming pools and centres and big aquaria are considered, due to their relatively high energy consumption. No infor- mation is given on piers, promenades, gyms, beaches, sanitary facilities, traffic sign systems, parks, and green areas.
6.5 Background Information on the Adjustment Coefficients
The emissions calculated for the North Sea of Schleswig Holstein were projected on the three other Wadden Sea destinations (Lower Saxony, Netherlands, Denmark) and eventually added, to gen- erate a value for the whole Wadden Sea Region. When needed, the differences in tourism demand at the Schleswig Holstein North Sea coast were adjusted by coefficients. The number of overnight stays, distribution of guests at different accommodation types, modes of transportation used and source markets (travel distance) were considered.
E. g. arrival and departure Denmark: to the Danish coast, domestic tourists may have a shorter travel distance than to the Schleswig Holstein coast, but there are many more guests from other countries in Denmark; on average every guest has to cover a distance that is 20 % larger. The number of guests is similar, the usage of modes of transportation too, that is to say, most tourists arrive by car and only rarely by aircraft. Therefore the adjustment coefficient for the emissions of arrival and departure was determined to be 1.2 .
It should be noticed that the data accessible is partly incomplete and rarely comparable. For this reason the adjustment coefficients are only approximations that (from our point of view) still deliver plausible results.
41 6.6 Literature
Bodensee-Schiffsbetriebe GmbH (2011): Umwelterklärung 2011
dwif (2008): Sparkassen-Tourismusbarometer Schleswig-Holstein – Jahresbericht 2008
Maschke, Joachim (2005): Tagesreisen der Deutschen (Teil 1) (Hrsg. dwif)
ECOTRANS, IER der Universität Stuttgart (2006): Umweltleistungen europäischer Tourismusbetriebe – Instrumente, Kennzahlen und Praxisbeispiele. Saarbrücken
Energieagentur NRW (o.J.): Schwimmbäder – Hoher Anteil der Energiekosten. www.energieagentur.nrw.de/kommunen/schwimmbaeder-hoher-anteil-der-energiekosten- 4175.asp (Download im Sommer 2012)
European Commission (2012): Flash Eurobarometer 334, March 2012: Survey on the attitudes of Europeans towards tourism
Fraunhofer-ISI, DIW, GfK, IE Leipzig, Lehrstuhl für Energiewirtschaft und Anwendungstechnik der TUM (2004): Energieverbrauch der privaten Haushalte und des Sektors Gewerbe, Handel, Dienstleistungen (GHD). Studie im Auftrag des BMWA
IFEU (2012): tremod v 5.25 – Globales Emissions-Modell Integrierter Systeme (GEMIS) – Version 4.7
ift (2011): Tagesreiseverhalten der Bewohner der Metropolregion Hamburg. Endbericht mit Handlungsempfehlungen
NIT (2012): Primärmarktforschung Vestkystturisme (unveröffentlichte Projektergebnisse des INTERREG-Projektes “Vestkystturisme / Tourismus an der Nordseeküste”)
NIT (2010): Basisdokumentation Veskystturisme (unveröffentlichte Projektergebnisse des INTERREG-Projektes “Vestkystturisme / Tourismus an der Nordseeküste”)
NIT, vota, project m, PTV (2007): Optimierung der touristischen Infrastruktur in Schleswig-Holstein, Arbeitsteil Bestandsanalyse der touristischen Infrastruktur (Federführung: vota), Kiel (im Auftrag des Tourismusverbandes Schleswig-Holstein e.V. mit Unterstützung des Ministeriums für Wissen- schaft, Wirtschaft und Verkehr)
NITC-NIPO Research (2012): Key figures Dutch holiday market
Schmied, M. / Kranke, A. / Schön, A.D. (2011): CO2-Berechnung in der Logistik – Daten, Formeln, Standards. München
TourismusMarketing Niedersachsen (TMN) (2012): Tourismus in Niedersachsen 2001–2011 – Zahlen, Daten, Fakten 2012
Tress, Gunther (2000): Die Ferienhauslandschaft: Motivationen, Umweltbeeinträchtigungen und Leitbilder im Ferienhaustourismus in Dänemark
Zahl, Bente (2004): Reiseanalyse 2004 – Modulbericht Käufer-Typen (Hrsg. Forschungsgemeinschaft Urlaub und Reisen (FUR))
42 The Wadden Sea in short
10 Million waterbirds use the Wadden Sea as a staging site along the East Atlantic flyway 10 000 animal and plant species occur in the Wadden Sea
35 Years years of WWF's engagement for the 4500 Wadden Sea have made a difference square kilometres of seafloor fall dry twice a day during ebb tide
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