Travel Reference
In-Depth Information
poorly managed schemes that clear tropical forests (de Fraiture et al, 2008;
Upham et al, 2009). Biofuels can have ecological footprints (an analysis that
attempts to comprehensively account for a wide range of environmental
impacts) as large as, or larger than, conventional fuels, due to the energy input
in production and the energy needed for distribution (Holden, 2007).
Attempts to utilize biofuels in cars have been more successful, but many
of the above issues on production still apply, especially if the use of biofuels
is to become widespread rather than a niche market. Holden (2007) also notes
that changing to biofuels might reduce impacts in one area, but introduces
new impacts in another environmental category. Upham et al (2009) conclude
that there is a potential role for biofuels in aviation, but development must be
treated with caution. Overall, there is a better case for using biofuels in power
stations where CO
2
can be captured and stored, and it might be best reserved
for use in this area (Bows and Anderson, 2007).
Nuclear energy is also considered as a long-term alternative to fossil fuels
and is used extensively in some countries. Electricity derived from nuclear
energy can be used by train networks. For instance, from 14 November 2007,
the day Eurostar began operating from St Pancras International, Eurostar
claimed to be carbon neutral, much of their claim being based on the use of
electric trains on the French network that relies extensively on nuclear energy
as opposed to fossil fuels (see Chapter 5). The remaining carbon footprint has
been neutralized, the company argues, by offsetting schemes and the reduced
use of energy in all of its processes (Eurostar, 2009). There is a major ethical
debate about nuclear energy. While it is carbon neutral, the issues about safe
spent fuel disposal remain a matter of concern, as well as issues of terrorism
and weaponry (Chapin et al, 2002). It is therefore often considered a poor
alternative to renewable energy.
Renewable energy can make a very positive contribution to low-carbon
tourism in both the accommodation and activity sectors; however, its contri-
bution to the transport sector is less clear. In a life cycle assessment of
alternative fuels for transport, a 'wells to wheels' approach shows only minor
CO
2
reductions (Chapman, 2007).
Eco-labelling
Given the implications for destinations that are dependent on air travel, there
have been various attempts to highlight the green credentials of destinations
and companies through the eco-labelling of tourism products. There has been
a rapid increase in eco-labelling schemes in recent years (WTO, 2002).
Schemes cover a variety of different strategies, including recycling, energy and
water use. In 2002, the WTO identified 104 sustainable tourism-related
eco-labels, some being government-regulated and others industry-led. There
has also been a move to label products, such as flights, on the basis of their
carbon footprint. A number of comparison websites are now available so that
consumers can compare the carbon footprints of various options such as trans-
port (see, for example, www.ecopassenger.org).
With growing awareness of climate change within the tourism sector,
there has been a move towards achieving 'carbon neutral destination status'
