LITERATURE REVIEW: Case Study (Billund Airport) would low-cost travellers be willing to pay an extra amount in order to compensate their emissions (carbon offsetting)?
1.- Low Cost Revolution:
Many authors have been studying tourism contribution in climate change since the “low-cost revolution”.
The development of low cost aviation has radically changed Europe travel patterns. Moreover, low-cost aviation not only moves millions of people and Euros around but it also affects social life, patterns of mobility and the environment. (ELFAA 2008).
Airlines, governments, NGOs, scientist, consultants and aviation organisations involved on the discussion of climate change try to provide estimates of the impact of aviation on the climate.
2.- Low-cost aviation faces
Gössling shows different low-cost aviation faces depending on one´s view point (Passengers, destination, aviation industry and environment). Except for the environmental, Gössling position is positive; however, this paper shows that there is an environmental harm in each of the faces:
- To passengers: In 2000 European low-cost carriers had around 20 million passengers; seven years later, in 2007 there were around 150 million passengers. Those are good numbers for the airlines, however, European passengers represent a substantial contribution to greenhouse gas emission (ELFAA 2008; Low-cost monitor 2007),
Eyers states that for a medium aviation growth scenario, the share of CO2 emissions in 2025 will be between 1,7 per cent and 3.5 per cent. To understand these forecast percentages, emissions from 2002 will be used: Civil aviation contributed 1.8 per cent of all CO2 emissions from burning fossil fuels in 2002 (Eyers et all, 2004).
- To destinations: Many destination regions have seen the growth in incoming tourists, in some cases radical growth. Moreover, low-cost carriers have opened up routes to airports and regions that earlier had few, if any, international connections. There are numerous new connections that rapidly increase numbers of people travelling; this transforms most airport regions into tourism destinations. This vacation travel, usually leads to a growing market for second homes in the sun. (Gössling 2009).
However, many other authors point out the negative consequences of this new tourism.
- To the aviation industry: Gössling believes that most aviation analysts would probably not hesitate to call low-cost aviation a great success story.
Inseparable from this expansion are the continued high levels of growth in CO2 emissions from the industry (De la Fuente Layos, 2007) The CO2 Emissions from Domestic flights in Europe have increased at an average of 2,5 per cent per year since 1990. (Penner et al 1999)
- To the environment, the development of low-cost aviation is nothing less than disastrous. Aviation is the fastest growing and most problematic mode of transport, causing ever growing amounts of greenhouse gas emissions. (Gössling 2009)
Aviation in particular, is increasingly seen as a threat to climate stabilization goals (Bows and Andersen, 2009), and aviation, will in the UE be included in the Emission Trading Scheme from 2012 onwards.
So far, there is little evidence of any slowdown in the growth of global aviation. Expectations are also high: Boeing counts on a 5 percent average annual growth rate in passengers until 2026, which in total would mean a 271 percent increase from 2026 figures (Boeing 2007)
3.- Low- cost carriers responds:
Obviously, low-cost carriers are aware of the worldwide debate and have responses for all of the climate change “accusations”
Low- cost carriers argue that low cost aviation is in fact more environmentally friendly (or less harmful) than other forms of aviation. Most importantly, they emphasize the relatively higher efficiency of low-cost carriers. They have higher average load factors than traditional airlines, which makes emission levels lower per passenger kilometre.
Further, the use of secondary airports will decrease the impacts of ground congestion and noise compared to the situation of major airports (EELFAA 2004).
Each of these arguments is true as such, although the latter does not concern climate change. However, they do not take the most important point into consideration, namely low-cost aviation impact on the total increase of aviation and thereby on the emission of greenhouse gases. (Gössling 2009)
4-. Possible solutions and research question:
There is an important statement that needs to be highlighted, which is the fact that the direct and indirect consequences of low-cost aviation resulting from increased traffic levels, eliminate all mitigation from improved technical and logistic efficiencies. (Gössling 2009) That is to say, if low-cost airlines continue having this high number of travellers, technical improvements will not be enough to fight against global warming.
Would this mean that the solution is in a per capita carbon budget? UNWTO suggests that only emissions that cannot be avoided should be offset. (UNWTO- UNEP-WMO, 2008)
Would tourists agree to pa more for their plane tickets? According to Gillen, increase in airfares would probably result in decrease in demand, especially among leisure travellers (Gillen at al, 2005)
Little research has been undertaken to investigate whether tourists are aware of their air travel impacts and whether they are willing to mitigate those impacts (Becken 2004)
After researching evolution of low-cost carriers, environmental impacts and solutions given by the airlines, the objective of this paper is to seek travellers’ opinions and their will to mitigate this problem. That is why the Research Question of this paper, which will be answered by a case study based on Billund airport, is:
As low-cost aviation compels more people to travel and the increase in the number of passengers causes more CO2 emissions, would travellers be willing to pay an extra amount in order to compensate their emissions (carbon offsetting)?
References:
- Becken, S. (2004) How tourists and tourists experts perceive climate change and forest carbon sinks. Journal of Sustainable tourism 12 (4), 332- 345
- Boeing (2007) Current Market Outlook, report available at www.boeing.com
- Bows A. & Anderson, K (2009) “Aviation in a Low Carbon EU. In S. Gössling & P. Upham (Eds.), Climate change and aviation (pp. 89-109). London: Earthscan
- De La Fuente Layos, L (2007) Air Transport in Europe in 2005: Statistics in Focus, European Communities:EU
- ELFAA, European Low Fares Airlines Association 2004 Liberalisation of European Air Transport: The benefits of Low Fares Airlines to Consumers, Airports, Regions and the Environment, report available at www. Elffa.com
- ELFAA 2008 Asociation Information Web Site, available at www.elfaa.com, accesed on … / Low Cost monitoring 2007 “Deutsches Zentrum für Luft- und Raumfart Arbeitsgemeinschaft Deutscher Verkehrsflughäfen, Issue 2/2007, available at www.adv.aereo,
- Eyers, C.J., Norman, P., Middel, J.,Plohr, M., Michot, S., Atkinson, K. and Christou, R.A. (2004) AERO2K Global Aviation Emissions Inventories for 2002 and 2025, Farnborough, UK: QuinetiQ Ltd
- Gillen, D.,Morrison, W. and Stewart, C (2005) Air Travel Demand Elasticities: Concepts, issues and measurements. Final Report. Department of Finance, Canada http:// www.fin.gc.ca. Accesed….
- Gössling, S. and Upham, P. (2009) “Climate change and aviation. Issues, challenges and solutions” …
- Penner, J., Lister D., Griggs, D., Dokken, D. and Mc Farland, M. (eds) (1999) Aviation and the Global Atmosphere. In A Special Report of IPCC Working Groups I and III. Published for the Intergovernmental Panel on Climate Change. Cambridge: Cambridge University Press
- UNWTO (2007). Compendium of tourism statstics. Madrid: World Tourism Organisation. United nations World Tourism Organisation (UNWTO), United Nations Environment Programme (UNEP), World Meteorological Organization (WMO). (2008) Climate change and Tourism: Responding to global challenges. Madrid: United Nations World Tourism Organisation




