A Bright OutlOOk! - WWF...tourism region marketing, expenses for sea front and beach maintenance or hard to demarcate tourism-related shares of street maintenance and illumination

A Bright OutlOOk!Feasibility Study on Climate-friendly Tourism in the Wadden Sea Region

Conducted on behalf of WWF germany

FeaSibiliTy STudy on Climate-friendly Tourism in the Wadden Sea Region

Conducted on behalf of WWF Germany, Berlin Wadden Sea Office Hafenstraße 3 D-25813 Husum

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

A

Publishing informAtion

The study was conducted in the framework of the InterregIVB project PROWAD — Protect & Prosper and was sponsored by the Bingo environmental lottery of Schleswig-Holstein as well as by the European Regional Development Fund.

www.prowad.org

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

b

tAble of Contents

3

1

PrefACe

Yes, tourism on the North Sea Coast in the Wadden Sea Region is, in comparison to oth-ers, not a climate-killer! This is the good news from this study. Tourists going on holiday near their home instead of travelling thousands of kilometres by plane to reach beaches far away

contribute a whole lot more to climate protection than other tourists do. More good news from this study: both the tourist and the tourism industry can still achieve a lot more in order to contribute to the 2030 climate goal of the Wadden Sea Region!

At a conference on the Ger-man island of Sylt in 2010, this 2030 climate goal was jointly stated by the three countries bordering the Wadden Sea - Denmark, Germany and the Netherlands. According to

this climate goal, the Wadden Sea Region (the Wadden Sea including adjacent communities, districts, and parts of provinces) shall become climate-neutral by 2030. Unfortunately, in the last three years only a little was undertaken to work on this goal. A joint action plan is still not in sight and there is not even a joint definition of the term “climate-neutral” that clarifies the exact meaning.

WWF, professionally supported by the Institute for Tourism Research in Northern Europe (NIT) and the Institute for Applied Ecology Berlin, wants to give impulses here for the regionally important economic sector of tourism. With the present study we propose priorities and a ten-point plan to reduce the climate footprint that is feasible in the Wadden Sea Region.

I am absolutely certain about this: climate pro-tection has to become a joint effort by everyone. This includes the Wadden Sea Region, with its international World Heritage Site, the same as everywhere else. Tourism in our region can con-tribute essentially to it, especially by changes in the area of mobility, by energy-efficient building refurbishments, by use of renewable energies, by transparency of the climate footprint of diverse tourism products, by favouring regional catering for guests, and by indirect effects of the jointly supported goal to become a climate region model.

Of course, it is not only tourism that can con-tribute to the 2030 climate goal. A contribution is demanded from everyone in the region: first, by the consequent search for possibilities to use energy more efficiently. So-called energy guz-zlers should be turned off. But this only helps if the energy saved is not compensated by bigger and larger amounts of consumption. Secondly, the manifold expansion of renewable energy has 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!

dr. Hans-ulrich Rösner, Head of WWF Wadden Sea Office

4

activities and be an orientation for those activi-ties that are still necessary for achieving the multinational goal of having a climate-neutral Wadden Sea Region by 2030 | 1. This study deliv-ers a reasonable estimate of the tourism-induced CO2 footprint for the Schleswig-Holstein North Sea coast (see Chapter 3.2). Subsequently, the whole Wadden Sea Region | 2 will be considered, also including the settlement areas near the Danish, Lower-Saxony, and Dutch Wadden Sea.This study does not supply a differentiated cal-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.

2

introduCtion

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.

Tourism also plays a major role in climate change — both as a cause and as an impairment. Corresponding to this, many protagonists in tourism commit themselves scientifically, con-ceptually, and with real actions for more climate protection — including and especially in the Wad-den Sea Region.

The present study, ordered by WWF and con-ducted by the NIT in Kiel, shall complement these

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

http://www.waddensea-secretariat.org/management/publications/sylt-declaration-2010

http://www.waddensea-secretariat.org/management/publications/sylt-declaration-2010

Den Helder

HarlingenLeeuwarden Groningen

DelfzijlEmden

Wilhelmshaven Bremerhaven

Cuxhaven

Heide

Tönning

Husum

Tønder

Ribe

Esbjerg

Brunsbüttel

Oldenburg

Bremen

Stade

Niedersachsen

Schleswig-Holstein

Varde

DENMARK

North Sea

GERMANYTHE NETHERLANDS

Nominated Property

Wadden Sea World Heritage Destination

World Heritage Property

World Heritage Destination (Wadden Sea Region)

km0 10 20 30 40 50

N

On this basis, the study relates the differing action options and their potential for climate protection to the action demands of the tourism chain of services and to the politically declared climate protection goals. This is supplemented by short profiles of selected tourism-related climate protection projects from the Wadden Sea Region that show how committed protagonists already 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 regional discussion on climate protection.

Figure 1: as a touristic destination, the Wadden Sea Region includes the national parks and and other

conservation areas that have been designated (and, partly, nominated)

as World Heritage Site as well as the entire islands, local communities and

districts at the bordering mainland.

6

Den Helder

HarlingenLeeuwarden Groningen

DelfzijlEmden

Wilhelmshaven Bremerhaven

Cuxhaven

Heide

Tönning

Husum

Tønder

Ribe

Esbjerg

Brunsbüttel

Oldenburg

Bremen

Stade

Niedersachsen

Schleswig-Holstein

Varde

DENMARK

North Sea

GERMANYTHE NETHERLANDS

Nominated Property

Wadden Sea World Heritage Destination

World Heritage Property

World Heritage Destination (Wadden Sea Region)

km0 10 20 30 40 50

N

7

After inspecting the data given and calculating emission rates, some small parts of the chain were pooled for purposes of clarity. Thereafter the following parts of the chain were taken into account:

� arrival & departure � 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 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.

3

AnAlysisof the tourism-induced CO2 Footprint in the Wadden Sea region

3.1 METHOD The scope of the present study on the

tourism-induced CO2 footprint in the Wadden Sea Region lies in the service and value chain of the tourism industry. To get a first impression of the present share of tourism in CO2 emissions * in the region, preferably all parts of the chain are considered.

Figure 2: Tourism service and value chain

* 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 emissions.

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)

arrival & departure

accommodation

cateringlocal mobility

leisure facilities

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 the calculation of the CO2 equivalent ** because the former ones were no longer valid. For the determination of these values, the NIT consulted the Institute for Applied Ecology Berlin in the form of a subcontract.

Indirect emission sources were not included, such as the activities of tourism administration, tourism region marketing, expenses for sea front and beach maintenance or hard to demarcate tourism-related shares of street maintenance and illumination. Since, for example, the whole district administration of Nordfriesland in Schleswig-Holstein “only” has a CO2 footprint of 4,055 tons*** per year (according to their climate protection concept), it seems tolerable to leave out the calculation of tourism management and administration for the climate footprint.

Emissions from materials used in tourism were also not calculated, such as building material, furniture, textiles, or food. Principally it would be preferable to also include these indirect emis-sion sources. However, this would have meant a disproportionately high expense that would have far exceeded the practical horizon of this study. In the evaluation of the overall tourism CO2 footprint, it should be considered that further tourism-induced emissions are lying hidden. Thus a broader calculation of emissions would result in even higher values.

The results excluding these emissions show magnitudes that are sufficiently reliable, and that many emissions result from tourism activi-ties. Reductions are quantitatively of relevance and disregarding them would ultimately lead to failing the 2030 climate protection goal.

The calculation was made in two steps. First, an estimate of the tourism-induced CO2 footprint for the Schleswig-Holstein North Sea coast was calculated. An analysis of the present data sources in the Wadden Sea Region has shown that most data, in quantity and quality, was accessible for Schleswig-Holstein. On the basis of this data, a relatively detailed estimate of the regional climate footprint was calculated. In a second step, this value was then extrapolated in relation to the overnight stays of each of the 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).

** The CO2 equivalent indicates how much a certain amount of a greenhouse gas (carbon dioxide (CO2), methane (CH4) and nitrous oxide (N2O) are greenhouse gases) contributes to the greenhouse effect. The climate-impact of CO2 serves as a comparison.

*** ton = metric ton = 1000 kg Abbreviation: t

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

http://www.wwf.de/fileadmin/fm-wwf/Publikationen-PDF/Der_touristische_Klima-Fussabdruck.pdf

http://www.wwf.de/fileadmin/fm-wwf/Publikationen-PDF/Der_touristische_Klima-Fussabdruck.pdf

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)).

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 and having a subcontract) calculated the CO2 equivalent for the gathered goods and services and finally added it up.

Considered data: � 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 residence trips, modes of transport used | 7, mean distance travelled

� Accommodation: electricity | 8 and hot water requirements of overnight stays in hotels / inns / pensions, holiday apartments and houses, and other accommodation (e. g. camping, visiting friends and relatives) *

� Catering: electricity and gas requirements for making meals in sophisti-cated catering, number of meals in normal catering **

� leisure facilities: estimate of the electricity and heat requirements of 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.

* The CO2 footprint of the materials used is not considered, e. g. building material and textiles. This footprint may vary a lot, according to origin and production of products. Yet, this may be another starting point for reducing emissions.

** The CO2 footprint of the food itself is not con-sidered. This footprint may vary a lot and be very high, according to origin and production of the food. Thus, this may be another interesting aspect for reducing emissions. But it is not considered here, since the guests would have to consume food at home as well. So there are no further emis-sions added by travelling, but indeed there is more energy consumption because of intensive prepa-ration in gastronomy.

10

arrival & departure34 %100,763 t

accommodation23 %

68,642 t

catering11 %

32,834 t

local mobility30 %91,343 t

leisure facilities2 %

7,397 t

300,979 tSuM

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;

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 300,000 tons CO2 equivalent per year. This cor-responds to 0.141 tons or 141 kg CO2 equivalent per journey to this region, or 14 kg CO2 equiva-lent per person per day | 10. Figure 3 gives an overview on the shares of the five segments of the tourism service and value chain.

By far the biggest share of two thirds is the mobility segment. Arrival and departure and local mobility have shares of the same amount, whereas local mobility includes residence trips without overnight stays. The last third of emis-sion is shared, with a ratio of 2:1, by accommo-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.

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

3.2 TOURISM-INDUCED CO2 FOOTPRINT OF THE SCHLESWIG-HOLSTEIN NORTH SEA COAST

11

Subdivided into holiday trips plus short holiday trips and residence trips without overnight stay, the following can be seen on the CO2 footprint:

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 %.

* percents of columns

TRavel deSTiNaTiON SCHleSWig-HOlSTeiN NORTH Sea: TOuRiSm-iNduCed CO2 FOOTpRiNT | 11

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.

totalholiday & short 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

data listed in k tons of CO2 equivalents

* % * % * %

12

WaddeN Sea RegiON: TOuRiSm-iNduCed CO2 FOOTpRiNT

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

schleswig-holstein north sea lower saxony north sea

total holid. trips resid. trips total holid. trips resid. trips

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

Ø emissions per trip 0.141 t 0.006 t 0.141 t 0.006 t

data listed in k tons of CO2 equivalents

On the basis of the detailed analysis of tourism at the Schleswig-Holstein North Sea, the CO2 footprints of the other regions were subsequently estimated | 12. 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-lent per journey to this region, or 15 kg CO2 equivalent per person per day | 13 for journeys into the Wadden Sea Region.

3.3 TOURISM-INDUCED CO2 FOOTPRINT FOR THE WHOLE WADDEN SEA REGION

Tourism-induced CO2 footprint of the destinations Schleswig-Holstein North Sea, lower-Saxony, denmark, and the Netherlands

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


* % * % * %

* % * % * percents of columns

13

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


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 (which causes about 84 % | 14 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 an insufficient data basis.

Compared to the estimates of this study, about 16 % of the CO2 emissions of Nordfriesland would be tourism-induced. The Federal Office of Environment delivers a current value of 11 tons on average of CO2 emissions per person per

year in Germany | 16. Consequently, tourism at the Schleswig-Holstein North Sea coast would create about the same CO2 emissions as a town with a population of 27,000 people. Tourism of the whole Wadden Sea Region would create about the same CO2 emissions as a city with a population of 135,000 people.

What does 0.148 tons or 148 kg CO2 equiva-lent per journey to the Wadden Sea Region (or 15 kg CO2 equivalent per person per day | 17 for journeys into this region) mean in comparison to other journeys by Germans?

14

http://uba.klimaktiv-co2-rechner.de/de_DE/page

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

all-inclusive holiday to mexiko (airplane, 14 days, 2 people,

Munich–Cancun: 17,874 km)

mediterranean Sea cruise (airplane, 7 days, 2 people,

Stuttgart–Mediterranean Sea: 2,380 km)

beach holiday on mallorca (airplane, 14 days, 3 people,

Hamburg–Mallorca: 3,422 km)

Skiing holiday in austria (car, 7 days, 1 person,

Dresden–Lech (A): 1,388 km)

Cultural holiday in South Tyrol (bus, 5 days, 2 people,

Berlin–Bolzano: 1,900 km)

Health holiday in bavaria (train, 10 days, 3 people,

Düsseldorf–Oberstdorf /Allgaeu: 1,300 km)

Family holiday to Rügen (car, 14 days, 4 people,

Cologne–Göhren/Baltic Sea: 1,498 km)

Wadden Sea holiday (Ø of differing modes of transport, Ø 10 days, Ø 2.7 people)

“balconia” / holiday at home (14 days, 4 people)

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).

516

175

87

60

43

29

200100 400

18

15

4

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

information: the calculations of the WWF study are based on older emissions values than the present study on the average Wadden Sea holiday. Thus, it has to be assumed that the emissions rates of the exemplar holidays might be a bit lower today. But the relation to one another is not affected by that.

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 sections immediate action by the protagonists in the Wadden Sea Region is possible.

The described, CO2 emissions of the differ-ing segments of the tourism service and value chain are determined by the action of differing

protagonists. With accommodation, catering, and leisure facilities, the owners primarily hold a central role in generating climate-friendly offers. But their acting may be positively influenced by an additional corresponding governmental framework (regulations, taxation, or a funding 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

reduction potential

volu

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for

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onal

act

ion

optio

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mode share of emission action options

train 4.0 % employment of energy saving technique 1 4 1

employment of renewable energy 1 4 1

extension of offer 2 * 2 1

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

car 30.5 % employment of energy saving technique for vehicles 4 3 0


use of biofuels 4 2 0

strengthen awareness /competence of the user 4 3 2

incentives for switching to public transport (e. g. tickets including accommodation, luggage and shuttle service) 4 3 3

ship 0.5 % employment of energy saving technique incl. extension of electromobility 0 3 2

airplane ns*** strengthen awareness/competence of the user ns 3 2

incentives for switching to other modes of transport ns 3 3

∑ 35.9 %

4.1 ARRIVAL & DEPARTURE SEGMENT

Arrival and Departure

* Expected value after extension of offer

** Because of low availability and current problematic

overall balance, only applicable for a few vehicles:

thus only little impact

*** Sample size insufficient for statistical evaluation

It will be evaluated according to the following categories:

1 Volume = share of the tourism-induced CO2 footprint in the Wadden Sea Region (0–1% = very small, 1–5 % = small, 5–15 % = medium, 15–30 % = large, >30 % = very large)

2 Chances for realization = dependent of the factors:

a Technique — is all equipment available to implement a measure?

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.

The height of the reduction potential is resembled by the

colour of the fields in the diagram (the darker the colour,

the higher the reduction po-tential of the action option of

the particular categories).

0–1 % = svery small

1–5 % = small

5 –15 % = medium

15 – 30 % = large

> 30 % = very large

0

1

2

3

4

1**

18

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 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 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.

Case Study 1

Island train on Langeoog

Delivering coach on Juist

www.juist.de/inselurlaub/natur-umwelt/klimainsel-juist

Island train on Wangerooge

19

reduction potential

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mode share of emission action options

train 4.2 % employment of energy saving technique 1 4 1

employment of renewable energy 1 4 2


bus 1.0 % employment of energy saving technique 1 3 3

employment of hybrid vehicles 1 3 3



car 22.8 % employment of energy saving technique for vehicles 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 including accommodation, luggage and shuttle service) 3 3 3

incentives for switching to bike riding (e. g. bikeway, combination with bus, hire bikes at bus stops and train stations)

3 3 3

establishing further car-free or almost car-free islands /places 3 2 4

incentives for switching to other modes of transport 0 3 3

ship 1.4 % employment of energy saving technique incl. extension of electromobility 1 2 1

airplane ns** strengthen awareness /competence of the user ns 3 2

incentives for switching to other modes of transport ns 3 3

∑ 29,4 %

4.2 LOCAL MOBILITY SEGMENT

Local Mobility

* Expected value after extension of offer

** Sample size insufficient for statistical evaluation

20

“Vrachtfiets” for Ameland

Many holiday guests with children on the North Sea island of Ameland still travel to their holiday destination by car and also take it onto the island because they dread transporting their luggage on local public transport. For these guests a clever idea was conceived within the framework of the INTER-REG IV B project “Cradle-to-cradle islands”: the “Vrachtfiets”. These are cargo bicycles supported by an electric motor that enable guests, including their children and luggage, to reach their accommoda-tion from the ferry station without effort. Embedded in the local service chain, this transport offer may contribute to less car traffic and consequently may lead to a smaller climate footprint of the holiday destination. Studies from the University of Delft ac-companying this project have shown that a journey with the “Vrachtfiets” only makes up one ninetieth of the eco costs of a journey with a car. Plus the experi-ences made on a journey with the “Vrachtfiets” are certainly much more worthy than one with the regu-lar fuel-guzzler. However, these “Vrachtfiets” are not part of the streetscape of the island. So far, this idea is stuck at the model stage. Still, this project dem-onstrates what such a system may look like. It is an example for the intelligent combination of muscular strength, modern techniques, and electromobility at holiday destinations with which the CO2 emissions may be reduced — presuming that the electricity comes from sustainable sources.

Technically specific bus offers are noth-ing new for holiday guests. However, the Ostfriesland tourist bus is very suc-cessful and receives a lot of praise. Thus it won the Destination Nature Award 2012 — “courage for innovation and cooperation while thinking outside the box” and the tourist bus could continu-ally keep extending its offers due to good response.But what does the tourist bus actu-ally offer? Very simple: holiday guests with a tourist pass may discover the whole area of Ostfriesland while pay-ing just one Euro for the service. The network of routes covers an area of about 80 by 80 kilometres. About 22 transport companies are involved in the Ems-Jade transport network (VEJ) that covers the districts of Ammerland, Aurich, Friesland, Leer, and Wittmund as well as the towns of Emden and Wilhelmshaven. Access is possible at about 4,900 bus stops on about 250 routes. The buses partly run every 30 minutes and enable con-nections with ferries as well as regional and long-distance trains. “The tourist bus is a comfortable 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-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.

Case studies 2 & 3 Through the Whole Vacation with Just one Euro — the Ostfriesland Tourist Bus Makes Mobile without Car

Cargo bicycles in action

persbureau-ameland.nl/pages/nieuws.aspx?id=4c747500-5752-46f8-94cc-0622362071bf

www.urlauberbus.info

21

http://persbureau-ameland.nl/pages/nieuws.aspx?id=4c747500-5752-46f8-94cc-0622362071bf



reduction potential

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type share of emission action options

hotels / inns / pensions

and

holiday apartments / houses

and

other accommodation, e.g. camping

10.2 %

10.8 %

1.2 %

energy-efficient building refurbishment 3 3 4

new constructions only with passive house standards 3 2 4

employment of renewable energy

a) obtained by certified offerers* 3 3 4

b) from own generation 3 2 4

further funding programs 3 2 3

strengthen consciousness/competence of the offerers 3 3 4

constraint of energy-intensive components of offers 3 2 4

reduction of the living space per guest 3 1 4

∑ 22,1 %

reduction potentialvo

lum

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onal

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sophisticated catering

and

normal catering

0.8 %

9.7 %

energy efficient building refurbishment 2 3 4





switching to food with a minor climate footprint ** 2 2 4

further funding programmes 2 2 3

strengthen consciousness / competence of the offerers 2 3 4

∑ 10,6 %

4.3 ACCOMMODATION SEGMENT

4.4 CATERING SEGMENT

Accomodation

Catering

* OK power label or equivalent

** E. g. short transport routes due to regional cultivation; not from heated green houses, less meat and dairy products


22

The Pellworm Climate Thermometer — Certified Climate-friendly AccommodationOur 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.

Case study 4

www.pellworm.de/urlaub-buchen/online-buchen/klimafreundliche-urlaubsunterkunft.html

23

reduction potential

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public swimming pools

and

other leisure facilieties

1.2 %

0.8 %

energy-efficient building refurbishment 1 2 4





constraint of energy-intensive components of offers 1 2 4

shut-down of facilities 1 1 3

∑ 2,0 %

4.5 LEISURE FACILITIES SEGMENT

4.6 REDUCTION POTENTIAL OF OVERARCHING MEASURES

Leisure Facilities


In addition to measures within the named segments, such measures are to be considered that have an overarching character and thus may potentially have an influence on several or even all segments. Among the measures are information campaigns and competitions, as well as other measures for increasing consciousness, acceptance, and competence. They may point at differing target groups (e. g. consumers, providers in tourism, political decision makers) and address smaller or lager geographical regions. The poten-tial of such a measure hinges on the question of whether actual change in behaviour in the sense of energy saving and climate protection may be triggered by it.

Still, it has to be noticed that numerous techni-cal action options (like energy refurbishment) are of importance for several segments and may be approached together in practical implementation. Thereby effects of synergy are most probable.

The reduction potential of an option should be, if approached together, evaluated as higher than in single terms as done before.

Ultimately, further immense reduction potentials lie in national and international decisions, e. g. in the area of funding programmes as well as on judicial aspects of taxation and regulations. They don’t need to concentrate exclusively on tourism, but they may have a great impact on the tourism-induced CO2 footprint of the Wadden Sea Region. If tourism in the Wadden Sea Region wants to contribute its share to the regionally formulated climate protection goals, it should campaign for a supra-regional framework of necessary extent. The WWF study “model Ger-many” | 19 intensely and broadly describes where, to what extent, and why this has to happen.

19 For an abbreviated version see:

dialog.wwf.de/storage/files-kurzfassung-modell-deutschland-1.pdf

24

http://dialog.wwf.de/storage/files-kurzfassung-modell-deutschland-1.pdf

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 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 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.

Case study 5

www.inselundhalligkonferenz.de/energie.php

Climate protection in focus

Solar field on Pellworm

25

ACtion PlAnfor reducing the tourism-induced CO2 Footprint

5

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 scarce capacities where they have the biggest impact on climate protection. The present study describes for what action options this accounts most. Special focus should be put on measures

that concern action fields which combine high emission volumes, promising realization chances, and a direct ability for influence by the regions itself. Against this background the following 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

10 RegiONal gOalS for climate protection

arrival & departure

local mobility

accomodation

catering

leisure facilities

26

This goal needs broad support from all — from politicians, businesses, associations, residents, and last but not least from the tourist.

Concept for more sustainable tourism mobility in the Wadden Sea Region and a definition of steps for implementation.

Action 1

Mobility is the segment with the highest potential for CO2 reduction impact in Wadden Sea tourism. Remarkable potential lies in, e. g., the extension of train, bus (see goal 2), and bike traffic (see goal 3), the introduction of 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. What counts most for consequent further development are the sum of incentives, the feasibility, and the conviction that have to be tuned, bundled, and agreed upon in a joint concept.

1 – Sustainable mobility: fewer cars and planes, more trains, buses, and bikes

actions: who has to do what

in the region for achievement?

justification: what are the benefits of this sction, what has to be considered?

goal

tourism segments of the service

and value chain affected

Concerted behaviour of all involved, including public support on financial and regulatory purposes as well as cooperation of the transport carriers with landlords, caterers, and leisure facilities to make attractive combination offers.

Motivate the guests by optimal service.

Offer car sharing at the holiday destination.

Introduce cheap share taxis.

Introduce a mobility card for guests for free use of public transport (most preferably as an extra service of the tourist pass).

An advertising campaign for switching to public transport.

Action 1

Action 2

Action 3

Action 4

Action 5

A major reduction potential lies in this goal, which may well be achieved: the more com-fortable and reliable, as well as cheaper and better, the connected train and bus traffic is, the more attractive it seems to people. For ex-ample, a ticket already paid for by tourist fees and valid throughout the whole region would decrease the barriers for using public trans-port immensely! But it has to be considered that old fuel-guzzling vehicles running empty on all the routes will not have any positive influence on climate.

2 – more and better train and bus traffic

the core steps for implementing such a

concept will be further itemized in the

following goals 2 to 5

27

Local and regional politicians as well as tourism organizations, transport carriers, and private businesses are to be involved.

Further expansion of the possibilities for taking one’s own bike (including Shuttle Service) and combination offers with bus and train traffic.

Information campaign on regional mobility offers targeted at guests with bikes.

Action 1

Action 2

Local politicians of the Wadden Sea islands and communes, tourism organizations.

Building up an initiative for exchange of experi-ence and for finding solutions to how further islands and places may become car-free.

Action 1

Regional tourism organizations and local politicians.

Don’t promote arrival via airplane by extending airfields or even building new ones, as well as not promoting by tourism marketing.

Don’t promote in foreign regions that lie more than 1,000 kilometres away.

Action 1

Action 2

Bicycling enables mobility without fumes and has a great reduction potential. A good sign system on bike routes and many bicycle rent-als partly exist. Also more and more tourism offers especially targeted at cyclists are being introduced onto the market. This has to be appreciated, fostered and extended so that cycling becomes an even better alternative mode of transport at the destination.

Five out of seven Ostfriesland islands are already car-free. This successful concept reduces greenhouse gas emissions and, by the way (but no less important) shows tourists that cars are dispensable, at least for a while.

Not only would precious tranquillity be destroyed by air traffic, but also the tourism-induced CO2 footprint raised by it. To avoid this, it should not be further promoted, unless absolutely necessary for the sustenance of the inhabitants. If promotion is done in source markets that could only easily reach the Wadden Sea Region by airplane, the destination has to be aware of the increased air traffic resulting.

3 – boost bicycle traffic

4 – extend the concept of car-free islands

5 – air traffic: minimize instead of expand

28

Enterprises with properties used for tourism as well as providers of public buildings; regional politicians and administration, financial institu-tions, chambers of craft, industry, and trade.

Information campaign aimed at tourism pro-viders that also demonstrates the economic benefits of such refurbishments; where applica-ble, in cooperation with banks and trustee saving banks.

Introduce a regional funding programme for tourism businesses.

Offer free supplementary refurbishment con-sultations. Implement in cooperation with, e. g., chambers of craft, industry, and trade.

Action 1

Action 2

Action 3

A huge CO2 reduction impact can also be at-tained in this topic area. Although this goal is not specific for this single region and its speed of implementation is influenced by financial incentives on a national level, measures on a regional level may have great impact too.

Facing increasing energy costs, the possibili-ties of cost reduction may be combined with reduction of CO2 emissions.

6 – speed up energy-efficient building refurbishment and implement passive housing standards

Tourism providers, utility companies.

Obtain energy from certified suppliers (OK power label or equivalent).

Energy generation by, e. g., solarthermics or photovoltaics.

Information campaign on this topic aimed at tourism providers.

Action 1

Action 2

Action 3

Even if savings and efficiency are optimal, all of us use a lot of energy — also in tour-ism. This energy has to come and may come from renewable energy sources. In particular, the use of solar energy makes a lot of sense in tourism, since most energy, warmth and electricity is needed in the sunny months of the year due to more guests. Those obtaining 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.

7 – Create and use more renewable energy

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.

29

Investigation institutes, national and regional governments, tourism organizations, tourism providers and brokers, chambers of craft, industry, and trade

Develop and introduce a consistent method for the calculation of the CO2 footprint of tourism services.

Create incentives for the labelling of tourism products, indicating their CO2 footprint.

Offer free supplementary refurbishment con-sultations. Implement in cooperation with, e.g., chambers of craft, industry, and trade.

Action 1

Action 2

Action 3

Hotel business/gastronomy, tourism organiza-tions, and if applicable a media partner.

Introduce consistent calculation of catering CO2 footprint that is easy to apply.

“Climate-friendly cuisine of the Wadden Sea Region” competition, accompanied by a me-dia partner that visits and presents exemplary cuisine.

Action 1

Action 2

This goal refers to certification of all products of the tourism service and value chain. With this labelling the guest may recognize what “climate rucksack” a product has and may decide on a more climate-friendly alternative. In the long-term, this may have a significant reduction effect. It would be ideal if this transparency was applied to all tourism products on the market, so that a comparison between Büsum and the Maldives would be enabled. But the Wadden Sea Region may at least start with this labelling and thus give an impulse for more transparency.

The core idea is that gastronomy develops, offers, and advertises the low CO2 footprints of attractive — preferably vegetarian — dishes primarily made of organic ingredients from the region. The related strengthening of “the regional” has synergy effects on desirable developments outside climate protection: it strengthens the regional value chain and 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.

8 – more transparency of climate strain induced by tourism products and services

9 – promote catering with a CO2 footprint as small as possible

30

Foremost the local political committees: ultimately, they have to support such concepts and their implementation. But, an initiative that convinces local politicians may well come from every single one.

Communication concept for internal and exter-nal profiling and illustrate the self-concept of a region.

Holding Wadden Sea climate days, where exemplary climate protection activities from the region are presented.

Action 1

Action 2

Background: one is more active if one is proud of the region one is living in and identifies itself with joint initiatives. This motivates and unites people as well as boosts constructive competition (who does it best?). One positive indirect effect is to make the tri-national co-operation on nature protection in the Wadden Sea more known and understandable.

10 – Strengthen the identity and profiling of the Wadden Sea Region as a climate-friendly (model) region

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

1 EINLEITUNG 32 ÜBERSICHT ÜBER DIE TOURISTISCH BEDINGTEN EMISSIONEN42.1 Schleswig-Holsteinisches Wattenmeer – An- und Abreise 42.2 Schleswig-Holsteinisches Wattenmeer – Mobilität vor Ort 52.3 Schleswig-Holsteinisches Wattenmeer – Unterkunft 62.4 Schleswig-Holsteinisches Wattenmeer – Verpflegung 72.5 Schleswig-Holsteinisches Wattenmeer – Freizeiteinrichtungen 82.6 Niedersächsisches Wattenmeer (Hochrechnung) 92.7 Dänisches Wattenmeer (Hochrechnung) 92.8 Niederländisches Wattenmeer (Hochrechnung) 103 GENUTZTE MARKFORSCHUNGSDATEN 114 DEFINITIONEN 115 INFORMATIONEN ZUR EMISSIONSBERECHNUNG 136 HINTERGRUNDINFORMATIONEN ZU DEN KORREKTURFAKTOREN 147 LITERATUR 158 KOMMENTARE ZUR BERECHNUNG 17

Hereinafter will be presented: � an overview on the tourism-induced CO2 equivalent emissions of holiday trips and short trips in the Wadden Sea Region in tabular 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)

This appendix further explains the calculation of the CO2 equivalents in the present study.

6

APPendix

32

Calculation of tourism-induced emissions in the Wadden Sea region2010/2011

Schleswig-Holstein Wadden Sea

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.

6.1.1 arrival & departure

average travel distance 1 | (both ways)

holiday trips 5 days+ number of holiday trips

average travel distance 2 | (both ways)

short trips 2–4 days number of short trips SUM (distances)

specific CO2eq emissions in total

CO2 eq emissions 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 (e. g. aircraft, ship, bicycle) 36,000 11,160

without calculation

6.1 OVERVIEW OF TOURISM-INDUCED EMISSIONS

33

residence trip (day guests)

average travel distance (both ways) number of day trips SUM

specific CO2 eq emissions in total


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

(during holiday trip and short trip)

number of tourists that did at least one day trip

number of day trips per holiday trip or 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

6.1.2 local mobility

34



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

1 VFR = visiting friends and relatives

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. Therein: 41% spring, 32% summer, 13% autumn, 15% winter RA 2012: Durchschnittlich 2,3 Übernachtungen

5 RA 2011: Reiseziel SH; 28 % in Fewo/-haus; Frühjahr 47 %, Sommer 21 %, Herbst 23 %, Winter 9 %; RA 2012: Durchschnittlich 2,3 Übernachtungen

6 RA 2011: Reiseziel Nordsee SH; 4 % sonstige Unterkünfte, mit durchschnittlich 9,8 Übernachtungen; Darin: 15 % Frühjahr, 78 % Sommer, 8 % Herbst, 0 % Winter

7 RA 2011: Reiseziel SH; 36 % Sonstige Unterkünfte; Frühjahr 45 %, Sommer 19 %, Herbst 33 %, Winter 3 %; RA 2012: Durchschnittlich 2,3 Übernachtungen

1 VFR = visiting friends and relatives

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. Therein: 41 % spring, 32 % summer, 13 % autumn, 15 % winter RA 2012: on average 2.3 nights of stay

5 RA 2011: destination Schleswig-Holstein; 28 % in holiday apartment / house. Therein: 47 % spring, 21 % summer, 23 % autumn, 9 % winter RA 2012: on average 2.3 nights of stay

6 RA 2011: destination Schleswig-Holstein North Sea; 4 % in other accommodation with an average of 9.8 nights of stay. Therein: 15 % spring, 78 % summer, 8 % autumn, 0 % winter

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

6.1.3 accommodation *

number of nights of stay on holiday trips (5 days+)

number of nights of stay on short holiday trips (2-4 days) SUM (accommodation)


CO2eq emissions 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

* average comfort, incl. breakfast

35

duration of stay (days) during holiday trips

duration of stay (days) during short trips

duration of stay (days) during day trips

SUM duration of stay in days

specific CO2 eq emissions 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

6.1.4 Catering * * assumption: one warm meal a day

36



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

6.1.5 leisure Facilities

Number of day trips (holiday and short trips) Amount day guests energy consumption


CO2eq emissions 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

37

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

reason

more guests, shorter travel distance for domestic tourists,

but more guests from other countries, simi-

lar modes of transport

40% more overnight stays,

consequently also more day trips


a little more camping, less overnight stays

in holiday apart-ments / houses


consequently 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

reason


but more guests from other countries, in total 20 % longer

travel distance, similar modes of transport

similar amount of day trips

similar amount of overnight stays

and similar modes of accommodation

similar amount 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

reason


but more guests from other countries, in total 20 % longer

travel distance, similar modes of transport


consequently also more day trips

40 % more overnight stays, more camping,

less overnight stays in holiday apart-

ments / houses


consequently 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).

� 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 %.

Figure 5: travel destinations in Northern germany (Source: FUR)

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

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