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UNWTO, 9 July 2008 Domestic tourist trips Input variable Value Source Emission Calcultations Number of trips by air transport (trips) 480 million UNWTO (Annex 1) Number of trips non-air transport (trips) 3,520 million UNWTO (Annex 1) Share of domestic in high income countries of global domestic trips 50% Annex 1, 1.1.3.2 Share of non-air trips high income countries 10% Gössling 744 Share of non-air trips developing countries by coach/rail/water 70% Gössling 745 Average return distance per air trip (km) 2,791 UNWTO (Annex 1) Average return distance in high income countries per non-air trip (km) 1,100 MuSTT * Average return distance in developing countries per non-air trip (km) 900 MuSTT ** CO 2 emissions air transport (kg/pkm) 0.138 Based on Table A1, Annex 2 CO 2 emissions car transport in high income countries (kg/pkm) – average car occupancy: 2 persons/car CO 2 emissions car transport in developing countries (kg/pkm) – average car occupancy: 3 persons/car 0.133 MuSTT 0.089 MuSTT CO 2 emissions coach/rail (kg/pkm) 0.025 MuSTT * The MuSTT study for EU tourist travel revealed that average return distances for car, coach and rail varied between 1100 and 1240 km. For domestic tourism in developed countries this was is estimated this to be 1100 km; data based on Peeters, P. et al. (2004), European Tourism, Transport and Environment. ** For domestic travel in developing countries we assume then infrastructure quality allows a lower travel speed and thus, due to the travel time budget, we estimated this to be 900 km; data based on Peeters, P. et al. (2004), European Tourism, Transport and Environment; travel time budget on Schafer, A. and Victor, D. G. (2000), The Future Mobility of the World Population. Same-day trips Input variable Value Source International air transport (trips) 10 million UNWTO (Annex 1) International non-air transport (trips) 990 million UNWTO (Annex 1) Domestic air (trips) 40 million UNWTO (Annex 1) Domestic non-air trips 3,960 million UNWTO (Annex 1) Share of same-day domestic air pkm in developed countries 79% UNWTO (Annex 1) Share of non-air trips developed countries by coach/rail/water 10% Gössling 746 Share of non-air trips developing countries by coach/rail/water 70% Gössling 747 CO 2 emissions international and domestic air transport (kg/pkm) 0.177 Based on Table A1, Annex 2 CO 2 emissions car transport in high income countries (kg/pkm) – average car occupancy: 2 persons/car) CO 2 emissions car transport in developing countries (kg/pkm) – average car occupancy: 3 persons/car) 0.133 Based on Table A1, Annex 2 0.089 Based on Table A1, Annex 2 CO 2 emissions coach/rail (kg/pkm) 0.025 Based on Table A1, Annex 2 Information as provided in Table A2.1 covers most of the data needs. For unknown data, some assumptions are made by the experts (see Table A2.2). 193
194 Climate Change and Tourism – Responding to Global Challenges Table A2.2 Assumptions for data by transport mode, trip number and distance based on expert estimates Assumptions Indicator Value Average car seat occupancy international tourism trips (persons/car) 2 Average car seat occupancy domestic tourism trips in high income countries (persons/car) 2 Average car seat occupancy in domestic tourism trips in developing countries (persons/car) 3 International non-air share of trips by car for same-day trips 80% Share of same-day in high income countries of global domestic trips 70% Average international return distance per non-air trip (km) 250 Average domestic return distance in high income countries per non-air trip (km) 250 Average return distance in developing countries per non-air trip (km) 200 A2.2.2 Tourism’s Share in Aviation To calculate the tourism-related share of aviation, specific corrections needed to be made regarding CO 2 emissions and RF as existing CO 2 emission inventories for aviation include all commercial aviation (i.e., freight transport and passenger transport). 748, 749, 750 As only the share of tourism is to be included in calculations, emissions caused by transport of freight needed to be subtracted from total emissions. A conversion rate of 160 kg/pax was used to compare passenger and full freight versions of the same aircraft. 751, 752 Interpolation of data for 1997 and 2010 shows that 19.5% of all aviation transport volume (revenue ton kilometers) would have been freight 753 (see also Annex 1). Consequently, 80.5% of all aviation emissions can be attributed to passenger trips. As the commercial aircraft fleet carries freight and passengers more or less evenly, this share is assumed to reflect fuel consumption and emissions. It should be taken into account that a small percentage of passenger traffic is not tourism, as passengers might use the plane to commute or travel for a period longer than a year. Even though, the 80.5% estimate is a conservative one, as international tourism itself entails some movement of freight by air to cater for the consumption of tourists. Passenger transport by air almost fully corresponds to overnight trips; same-day trips are estimated to represent only some 1% of trips. As distance travelled on same-day trips can be expected substantially lower than the overall average, the share in overall distance travelled and in emissions will be even lower than 1%. The emission factors for air transport are based on the figures and a method recently published by Peeters et al. 754 This reference gives a distance correction factor (see Table A1) and furthermore a wind correction factor (all emission factors are normally based on ISA (ICAO International Standard Atmosphere) and no wind condition. Due to wind, more energy is lost at the head-wind sections than gained at the tail-wind ones, a world average of 1.05 can be used. 755 The basic optimum emission factor for 3500 can be set at 0.111 kg/pkm (ISA, no wind). 756 Using this value, we may fit for the different average distances for the purpose of this report (see Table A2.3). UNWTO, 9 July 2008
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