This paper adopts a problematising review approach to examine the extent of mitigating climate change research in the sustainable tourism literature. As climate change has developed into an existential global environmental crisis and while tourism's emissions are still increasing, one would expect it to be at the heart of sustainable tourism research. However, from a corpus of 2573 journal articles featuring ‘sustainable tourism’ in their title, abstract, or keywords, only 6.5% covered climate change mitigation. Our critical content analysis of 35 of the most influential papers found that the current methods, scope and traditions of tourism research hamper effective and in-depth research into climate change. Transport, the greatest contributor to tourism's emissions, was mostly overlooked, and weak definitions of sustainability were common. Tight system boundaries, lack of common definitions and incomplete data within tourism studies appear to hamper assessing ways to mitigate tourism's contribution to climate change.
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Permanent grassland soils can act as a sink for carbon and may therefore positively contribute to climate change mitigation and adaptation. We compared young (5–15 years since latest grassland renewal) with old (>20 years since latest grassland renewal) permanent grassland soils in terms of carbon stock, carbon sequestration, drought tolerance and flood resistance. The research was carried out on marine clay soil at 10 dairy farms with young and old permanent grassland. As hypothesized, the carbon stock was larger in old grassland (62 Mg C ha−1) topsoil (0–10 cm) than in young grassland topsoil (51 Mg C ha−1). The carbon sequestration rate was greater in young (on average 3.0 Mg C ha−1 year−1) compared with old grassland (1.6 Mg C ha−1 year−1) and determined by initial carbon stock. Regarding potential drought tolerance, we found larger soil moisture and soil organic matter (SOM) contents in old compared with young grassland topsoils. As hypothesized, the old grassland soils were more resistant to heavy rainfall as measured by water infiltration rate and macroporosity (at 20 cm depth) in comparison with the young grassland soils. In contrast to our hypothesis we did not find a difference in rooting between young and old permanent grassland, probably due to large variability in root biomass and root tip density. We conclude that old grasslands at dairy farms on clay soil can contribute more to the ecosystem services climate change mitigation and climate change adaptation than young grasslands. This study shows that under real farm conditions on a clay topsoil, carbon stock increases with grassland age and even after 30 years carbon saturation has not been reached. Further study is warranted to determine by how much extending grassland age can contribute to climate change mitigation and adaptation.
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We summarize what we assess as the past year's most important findings within climate change research: limits to adaptation, vulnerability hotspots, new threats coming from the climate–health nexus, climate (im)mobility and security, sustainable practices for land use and finance, losses and damages, inclusive societal climate decisions and ways to overcome structural barriers to accelerate mitigation and limit global warming to below 2°C.
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Because of its dependency on air transport, mitigating tourism greenhouse gas (GHG) emissions might become the most important challenge for the sustainability of the sector. Moreover climate change mitigation will be more and more in conflict with other sustainability objectives such as poverty alleviation and biodiversity conservation through tourism. Indeed, tourism increasingly contributes to global GHG emissions. Transport, and in particular air transport, have the largest share in those emissions, with respectively 75 per cent and 40 per cent of the tourism 5 per cent share of global carbon dioxide (CO2) emissions estimated for 2005 (UNWTO et al. 2008). In terms of the actual contribution to climate change, measured in radiative forcing, the share of air transport is between 54 per cent and 83 per cent of tourism, depending on assumptions made on non-CO2 effects of aviation (Scott et al. 2010). Projections show a strong growth, with more than a doubling by 2035 (UNWTO et al. 2008). In a context where climate policies try to maintain global warming within the limit of +2 °C, this current tourism growth is apparently at odds with global emission reduction targets (Bows, Anderson and Peeters, 2007; Gössling et al. 2010).
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This paper explores innovative approaches to stimulating the uptake of existing climate technologies for mitigation and adaptation. Such innovations can be identified in the following areas: how technology options are selected by countries (i.e. as part of low-emission and climate-resilient pathways); how stakeholder views and practitioner knowledge, as well as their preferences, are solicited in climate technology planning; what financial innovations exist for enhancing funding of technology projects and programmes; and what are viable ways of enhancing private sector engagement and incubators.
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The period leading to and immediately after the release of the IPCC's fifth series of climate change assessments saw substantial efforts by climate change denial interests to portray anthropogenic climate change (ACC) as either unproven theory or a negligible contribution to natural climate variability, including the relationship between tourism and climate change. This paper responds to those claims by stressing that the extent of scientific consensus suggests that human-induced warming of the climate system is unequivocal. Second, it responds in the context of tourism research and ACC, highlighting tourism's significant contribution to greenhouse gas emissions, as well as climate change's potential impacts on tourism at different scales. The paper exposes the tactics used in ACC denial papers to question climate change science by referring to non-peer-reviewed literature, outlier studies, and misinterpretation of research, as well as potential links to think tanks and interest groups. The paper concludes that climate change science does need to improve its communication strategies but that the world-view of some individuals and interests likely precludes acceptance. The connection between ACC and sustainability illustrates the need for debate on adaptation and mitigation strategies, but that debate needs to be grounded in scientific principles not unsupported skepticism.
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Tourism is an increasingly significant contributor to greenhouse gas (GHG) emissions. Emissions growth in the sector is in substantial conflict with global climate policy goals that seek to mitigate climate change through significant emission reductions. This article discusses the role of various tourism sub-sectors in generating emissions, and technical and management options in reducing these. It concludes that given observed and anticipated emission growth rates, technology and management will not be sufficient to achieve even modest absolute emission reductions in the sector, pointing to the key role of social and behavioural change in realizing climatically sustainable tourism. The article also discusses some of the systemic barriers that have to be overcome in order for tourism to comply with post Kyoto Protocol global mitigation frameworks. The article concludes that radical change will be needed to reconcile the holiday and business travel demands of a growing world population with the climate policy targets of the international community, specifically restricting anthropogenic global warming to less than 2°C.
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Climate change is now considered more than just an environmental issue, with far-reaching effects for society at large. While the exact implications of climate change for policing practice are still unknown, over the past two decades criminologists have anticipated that climate change will have a number of effects that will result in compromised safety and security. This article is informed by the outcome of a co-creation workshop with 16 practitioners and scholars of diverse backgrounds based in The Netherlands, who sought to conceptualize and systematize the existing knowledge on how climate change will most likely impact the professional practice of the Dutch (or any other) police. These challenges, with varying degrees of intensity, are observable at three main levels: the societal, organizational, and individual level. These levels cannot be separated neatly in practice but we use them as a structuring device, and to illustrate how dynamics on one level impact the others. This article aims to establish the precepts necessary to consider when exploring the intersection between climate change and policing. We conclude that much still needs to be done to ensure that the implications of climate change and the subject of policing are better aligned, and that climate change is recognized as an immediate challenge experienced on the ground and not treated as a distant, intangible phenomenon with possible future impacts. This starts with creating awareness about the possible ways in which it is already impacting the functioning of policing organizations, as well as their longer-term repercussions.
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Contrary to most sectors, to date the tourism and aviation industries have not managed to level off greenhouse gas emissions. Moreover, effective mitigation through technological innovation or structural and behavioural change cannot be expected shortly. Airlines and tourism companies appear to use carbon offsetting as a last resort. However, offsetting is generally acknowledged as a second-best solution for mitigating emissions, after reducing energy use. This paper seeks to determine the mitigation potential of voluntary carbon offsetting by comparing public and industry awareness of climate change and aviation emissions, and attitudes to various mitigation measures with relevant online communication by 64 offset providers. Methods were a literature review and online content analyses. Overall, the gaps that were identified between awareness, attitude and actual behaviour are not bridged by provider communication. From this perspective, the mitigation potential of voluntary carbon offsetting for achieving reductions of tourism transport emissions is estimated as low. The same conclusion is reached by comparing carbon dioxide volumes of flight offsets with actual air travel emissions. Current sales of flight offsets compensate less than 1% of all aviation emissions.
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