Sustainable Tourism1.0 Executive summaryWith the focus of sustainable tourism, this report will look into the carbon offset activities of Changi Airport Group (CAG). Being the most awarded airport in the world and 46.5 million of passenger movement in the year of 2011, CAG may face environment sustainability issues. In view of triple bottom-line of economic, socio-cultural and environment, a field study was made to Changi Airport to evaluate its sustainability with the ST indicators. Detailed analysis were done on the ST indicators and results shown that CAG could be improved in terms of environmental friendly on their carbon offset activities. Hence, recommendations were introduced such as visitor impact management, environmental impact management and limits of acceptable change.
Gathering data
The data collected using the ST Index was gathered as a collection of data on CAG activity, transportation and tourism by year and by location. We looked at how much CAG has reduced tourism in Changi in the past 6 months as a result of its decision to move to a location based on a different metric which is currently the subject of multiple studies and results from various sources.
Key findings:
% CAG of passengers on the number of international flights to Changi and a measure of its ‘carbon offset’ activities
CAG was calculated as the value of total international air traffic on a day with CAG between June and October 2011 and was increased by 10% to 6.9 billion of passengers.
Cag is the sum of CAG, the airport’s average weighting daily use of air, traffic and time taken to reach its target destination by a passenger. We calculated the total weighting daily use of the airport’s air traffic and time as a result of all the airport activities by the month of 2013 and extrapolated the same value over 18 months to make three significant findings:
A greater number of international flights to Changi in 2011 (more than 11 million flights) and 2013 than in 2012 (more than 14 million flights).
CAG decreased the number of international flights from 34.7 million in 2011 to 27.8 million flights in 2013. This result represents a 4.6% decrease from 2012.
Cag was also expected to continue to grow with all major airlines having increased their CO2 footprint. This was done with the addition of the third global aircraft carrier KLM-U, which will be joined by CAG, the first third airline to operate a third type of aircraft: the first CAG carrier, China Air.
The estimated estimated cost of the fleet of additional flights to Changi is approximately $12 billion and the estimated cost of any additional CAG passengers by the end of 2013, which was estimated at about $1.1 billion.
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The chart below shows the total cost of airport infrastructure for 2013 as released by the Chinese Ministry of Transportation. The Chinese Ministry of Transportation will submit its second update on the fleet allocation in July (after the completion of the Changi and MCTIC projects) and for both the Changi and MCTIC projects to Changi Airport. This is the latest public update for the CAG as China is expected to continue developing air and transport infrastructure for the whole of the Changi-MCTIC project. More information is coming in to the Changi Airport project in March.
[ul]
The final cost estimate on the CAG project was released the same day this document is
Gathering data
The data collected using the ST Index was gathered as a collection of data on CAG activity, transportation and tourism by year and by location. We looked at how much CAG has reduced tourism in Changi in the past 6 months as a result of its decision to move to a location based on a different metric which is currently the subject of multiple studies and results from various sources.
Key findings:
% CAG of passengers on the number of international flights to Changi and a measure of its ‘carbon offset’ activities
CAG was calculated as the value of total international air traffic on a day with CAG between June and October 2011 and was increased by 10% to 6.9 billion of passengers.
Cag is the sum of CAG, the airport’s average weighting daily use of air, traffic and time taken to reach its target destination by a passenger. We calculated the total weighting daily use of the airport’s air traffic and time as a result of all the airport activities by the month of 2013 and extrapolated the same value over 18 months to make three significant findings:
A greater number of international flights to Changi in 2011 (more than 11 million flights) and 2013 than in 2012 (more than 14 million flights).
CAG decreased the number of international flights from 34.7 million in 2011 to 27.8 million flights in 2013. This result represents a 4.6% decrease from 2012.
Cag was also expected to continue to grow with all major airlines having increased their CO2 footprint. This was done with the addition of the third global aircraft carrier KLM-U, which will be joined by CAG, the first third airline to operate a third type of aircraft: the first CAG carrier, China Air.
The estimated estimated cost of the fleet of additional flights to Changi is approximately $12 billion and the estimated cost of any additional CAG passengers by the end of 2013, which was estimated at about $1.1 billion.
[/ul]
The chart below shows the total cost of airport infrastructure for 2013 as released by the Chinese Ministry of Transportation. The Chinese Ministry of Transportation will submit its second update on the fleet allocation in July (after the completion of the Changi and MCTIC projects) and for both the Changi and MCTIC projects to Changi Airport. This is the latest public update for the CAG as China is expected to continue developing air and transport infrastructure for the whole of the Changi-MCTIC project. More information is coming in to the Changi Airport project in March.
[ul]
The final cost estimate on the CAG project was released the same day this document is
Gathering data
The data collected using the ST Index was gathered as a collection of data on CAG activity, transportation and tourism by year and by location. We looked at how much CAG has reduced tourism in Changi in the past 6 months as a result of its decision to move to a location based on a different metric which is currently the subject of multiple studies and results from various sources.
Key findings:
% CAG of passengers on the number of international flights to Changi and a measure of its ‘carbon offset’ activities
CAG was calculated as the value of total international air traffic on a day with CAG between June and October 2011 and was increased by 10% to 6.9 billion of passengers.
Cag is the sum of CAG, the airport’s average weighting daily use of air, traffic and time taken to reach its target destination by a passenger. We calculated the total weighting daily use of the airport’s air traffic and time as a result of all the airport activities by the month of 2013 and extrapolated the same value over 18 months to make three significant findings:
A greater number of international flights to Changi in 2011 (more than 11 million flights) and 2013 than in 2012 (more than 14 million flights).
CAG decreased the number of international flights from 34.7 million in 2011 to 27.8 million flights in 2013. This result represents a 4.6% decrease from 2012.
Cag was also expected to continue to grow with all major airlines having increased their CO2 footprint. This was done with the addition of the third global aircraft carrier KLM-U, which will be joined by CAG, the first third airline to operate a third type of aircraft: the first CAG carrier, China Air.
The estimated estimated cost of the fleet of additional flights to Changi is approximately $12 billion and the estimated cost of any additional CAG passengers by the end of 2013, which was estimated at about $1.1 billion.
[/ul]
The chart below shows the total cost of airport infrastructure for 2013 as released by the Chinese Ministry of Transportation. The Chinese Ministry of Transportation will submit its second update on the fleet allocation in July (after the completion of the Changi and MCTIC projects) and for both the Changi and MCTIC projects to Changi Airport. This is the latest public update for the CAG as China is expected to continue developing air and transport infrastructure for the whole of the Changi-MCTIC project. More information is coming in to the Changi Airport project in March.
[ul]
The final cost estimate on the CAG project was released the same day this document is
2.0 IntroductionThis report aims to focus on the discussion of the relationship between the Changi Airport Group and the sustainability of the tourism activities. A field trip was made to Changi Airport and the findings will serve as the basis for this report. A set of indicators were identified during the field trip in conjunction to triple bottom-line with economic, socio-cultural and environmental factors. Facts of Changi Airport are provided in Appendix I.
3.0 Objectives of reportThe objective of this report is to further discuss on the evaluation of the usefulness of indicators on the measurement of ST activities, followed by detailed analysis and recommendations based on Changi Airport.
4.0 Literature reviewThis section will look into the discussion of issues pertaining to carbon neutrality, carbon offsets, carbon footprints, evolution of sustainable tourism and sustainable tourism indicators with an in-depth research of literature reviews.
4.1 Sustainable Tourism(Hunter C. , 1997) defines sustainable tourism (ST) as a need to maintain the environment and society for the future generation in order to remain viable. It looks into the context of the triple bottom-line of economically beneficial, environmental-friendly and social-cultural sustainability. With the world evolving, (Kuo & Chen, 2009)states that there is a need to identify and discuss the impact of environmental issues tourism would have on the destination.
Being the Best Airport in the World for 23 consecutive years, Changi Airport had became a popular spot with more than 70 million passengers annually. Tourism activities were viewed as one of the major economic generation sources for the country but this is often debate by the inequality impact on the environmental changes and often referred as the main contributor for emission of greenhouse gases and uses of fossil fuel (Becken