Travel Reference
In-Depth Information
play a significant role in identity formation for participants, who share expe-
riences with other kayakers and use the trips to project image and status to
peers (Duffy, 2004). Kane and Zink (2004) highlight the extensive telling of
stories within an organized kayaking trip in New Zealand, which reinforces
group membership and acceptance.
Yacht tours
Sailing is a sector of considerable size, although growth is currently slow
(Mintel, 2008d). It is dominated by men and higher socio-economic groups
(Mintel, 2008d). The sector is very diverse, and as for canoeing/kayaking, it is
predominantly seen as a destination-based water sport activity. Sailing does,
however, have potential as a form of slow travel as, aside from the use of on-
board motors to negotiate difficult conditions and harbour entrances, it is a
low-carbon activity. The Caribbean is most popular for charters (here there are
significant climate change implications of travel from the USA and Europe),
and the Mediterranean is the most popular cruising location (Jennings, 2003).
Jennings (2003) identifies three cruise market segments: those who circumnav-
igate a region; fly-cruisers; and those on longer global trips. There are also
lifestyle sailors (Macbeth, 2000), who opt to spend months or years at sea. As
with canoeing and kayaking, participants co-produce the experience with their
yachts and the environment visited. Travelling in this way can be unpredictable
and extreme if bad weather is encountered. As most people travel as couples,
families or small friendship groups, it is a sociable experience and one which
strengthens bonds through adventure.
Environmental issues
Water-based travel is not without environmental problems, and there are well-
recorded localized impacts on ecosystems, water quality, noise and air pollu-
tion (see, for example, Warnken and Byrnes, 2004). Table 9.2 sets out the
main environmental impacts of water-based travel. The extent to which water-
based travel is low-carbon is open to debate, which is set to continue as there
is currently little data available on boats or ships (Lamers and Amelung, 2007)
with which to make accurate comparisons to aircraft and cars. Canoeing and
kayaking are seen as relatively benign activities. However, Gössling (2002)
notes that infrastructure (accommodation, transport, etc.) is needed to access
locations for canoeing/kayaking, and therefore there is an impact. To canoe,
you generally need to transport canoes; therefore, in the majority of situations,
the activity is dependent on motorized vehicles. In recent years, the rise in
canoe ownership in the UK, due to the availability of cheaper models, has con-
tributed to the increasing quantity of activity-related luggage carried on
holiday. Transporting a canoe inevitably leads to car use, and is part of an
increasingly consumptive approach to leisure, where large quantities of equip-
ment are required. Kayaking in remote areas may also lead to high carbon
footprints. For instance, in New Zealand, heli-kayaking is available, where
access to remote white water rivers is achieved by helicopter (Kane and Zink,
2004).
