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Are some routes more prone to air turbulence? Will climate change make it worse? Your questions answered

<div class="theconversation-article-body"><a href="https://theconversation.com/profiles/doug-drury-1277871">Doug Drury</a>, <a href="https://theconversation.com/institutions/cquniversity-australia-2140">CQUniversity Australia</a> A little bit of turbulence is a common experience for air travellers. Severe incidents are rare – but when they occur they can be deadly. The recent Singapore Airlines flight SQ321 from London to Singapore shows the danger. An <a href="https://apnews.com/article/singapore-airlines-flight-turbulence-5a9a268e1a6a6fb9ece7e58b5ea9231b">encounter with extreme turbulence</a> during normal flight left one person dead from a presumed heart attack and several others badly injured. The flight diverted to land in Bangkok so the severely injured passengers could receive hospital treatment. Air turbulence can happen anywhere, but is far more common on some routes than on others. Climate change is expected to boost the chances of air turbulence, and make it more intense. In fact, <a href="https://www.nature.com/articles/s41586-019-1465-z">some research</a> indicates turbulence <a href="https://theconversation.com/aviation-turbulence-soared-by-up-to-55-as-the-world-warmed-new-research-207574">has already worsened</a> over the past few decades. <h2>Where does turbulence happen?</h2> Nearly every flight experiences turbulence in one form or another. If an aircraft is taking off or landing behind another aircraft, the wind generated by the engine and <a href="https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap7_section_4.html">wingtips</a> of the lead aircraft can cause “wake turbulence” for the one behind. Close to ground level, there may be turbulence due to strong winds associated with weather patterns moving through the area near an airport. At higher altitudes, there may be wake turbulence again (if flying close to another aircraft), or turbulence due to updraughts or downdraughts from a thunderstorm. Another kind of turbulence that occurs at higher altitudes is harder to predict or avoid. So-called “<a href="https://agupubs.onlinelibrary.wiley.com/doi/10.1029/2023gl103814">clear-air turbulence</a>” is invisible, as the name suggests. It is often caused by warmer air rising into cooler air, and is generally expected to get worse due to climate change. At the most basic level turbulence is the result of two or more wind events colliding and creating eddies, or swirls of <a href="https://www.nationalgeographic.com/travel/article/what-is-turbulence-explained">disrupted airflow</a>. It often occurs near mountain ranges, as wind flowing over the terrain accelerates upward. Turbulence also often occurs at the edges of the <a href="https://www.nationalgeographic.com/travel/article/what-is-turbulence-explained">jet streams</a>. These are narrow bands of strong, high-altitude winds circling the globe. Aircraft often travel in the jet streams to get a speed boost – but when entering or leaving the jet stream, there may be some turbulence as it crosses the boundary with the slower winds outside. <h2>What are the most turbulent routes?</h2> It is possible to <a href="https://turbli.com/maps/world-turbulence-map/">map turbulence patterns</a> over the whole world. Airlines use these maps to plan in advance for alternate airports or other essential contingencies. <figure class="align-center zoomable"><a href="https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=45&auto=format&w=600&h=430&fit=crop&dpr=1 600w, https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=30&auto=format&w=600&h=430&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=15&auto=format&w=600&h=430&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=45&auto=format&w=754&h=541&fit=crop&dpr=1 754w, https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=30&auto=format&w=754&h=541&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/595676/original/file-20240522-21-ippmyt.png?ixlib=rb-4.1.0&q=15&auto=format&w=754&h=541&fit=crop&dpr=3 2262w" alt="Map showing air turbulence." /></a><figcaption>A map of estimated clear-air turbulence around the world, current as of 3:00PM AEST (0500 UTC) on May 22 2024. <a class="source" href="https://turbli.com/maps/world-turbulence-map/">Turbli</a></figcaption></figure> While turbulence changes with weather conditions, some regions and routes are more prone to it than others. As you can see from the list below, the majority of the most turbulent routes travel close to mountains. <iframe id="EktuH" class="tc-infographic-datawrapper" style="border: none;" src="https://datawrapper.dwcdn.net/EktuH/2/" width="100%" height="400px" frameborder="0"></iframe> In Australia, the <a href="https://turbli.com/historical-data/most-turbulent-flight-routes-of-2023/">highest average turbulence in 2023</a> occurred on the Brisbane to Sydney route, followed by Melbourne to Sydney and Brisbane to Melbourne. <h2>Climate change may increase turbulence</h2> How will climate change affect the future of aviation? A <a href="https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2023GL103814">study published last year</a> found evidence of large increases in clear-air turbulence between 1979 and 2020. In some locations severe turbulence increased by as much as 55%. <figure class="align-center zoomable"><a href="https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=45&auto=format&w=600&h=253&fit=crop&dpr=1 600w, https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=30&auto=format&w=600&h=253&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=15&auto=format&w=600&h=253&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=45&auto=format&w=754&h=318&fit=crop&dpr=1 754w, https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=30&auto=format&w=754&h=318&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/595683/original/file-20240522-17-p2zdrt.png?ixlib=rb-4.1.0&q=15&auto=format&w=754&h=318&fit=crop&dpr=3 2262w" alt="A map of the world with different areas shaded in red." /></a><figcaption>A map showing changes in the chance of clear-air turbulence across the globe between 1979 and 2020. Darker red indicates a higher chance of turbulence. <a class="source" href="https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2023GL103814">Prosser et al. (2023), Geophysical Research Letters</a></figcaption></figure> In 2017, a <a href="https://agupubs.onlinelibrary.wiley.com/doi/10.1002/2017GL074618">different study used climate modelling</a> to project that clear-air turbulence may be four times as common as it used to be by 2050, under some climate change scenarios. <h2>What can be done about turbulence?</h2> What can be done to mitigate turbulence? <a href="https://safetyfirst.airbus.com/optimum-use-of-weather-radar/">Technology to detect turbulence</a> is still in the research and development phase, so pilots use the knowledge they have from weather radar to determine the best plan to avoid weather patterns with high levels of moisture directly ahead of their flight path. Weather radar imagery shows the pilots where the most intense turbulence can be expected, and they work with air traffic control to avoid those areas. When turbulence is encountered unexpectedly, the pilots immediately turn on the “fasten seatbelt” sign and reduce engine thrust to slow down the plane. They will also be in touch with air traffic control to find better conditions either by climbing or descending to smoother air. Ground-based meteorological centres can see weather patterns developing with the assistance of satellites. They provide this information to flight crews in real time, so the crew knows the weather to expect throughout their flight. This can also include areas of expected turbulence if storms develop along the intended flight route. It seems we are heading into more turbulent times. Airlines will do all they can to reduce the impact on planes and passengers. But for the average traveller, the message is simple: when they tell you to fasten your seatbelt, you should listen.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/230666/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/doug-drury-1277871">Doug Drury</a>, Professor/Head of Aviation, <a href="https://theconversation.com/institutions/cquniversity-australia-2140">CQUniversity Australia</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/are-some-routes-more-prone-to-air-turbulence-will-climate-change-make-it-worse-your-questions-answered-230666">original article</a>. </div>

Travel Trouble

Rough seas or smooth sailing? The cruise industry is booming despite environmental concerns

<a href="https://theconversation.com/profiles/frederic-dimanche-836528">Frédéric Dimanche</a>, <a href="https://theconversation.com/institutions/toronto-metropolitan-university-1607">Toronto Metropolitan University</a> and <a href="https://theconversation.com/profiles/kelley-a-mcclinchey-1287281">Kelley A. McClinchey</a>, <a href="https://theconversation.com/institutions/wilfrid-laurier-university-1817">Wilfrid Laurier University</a> Cruise ship season is officially underway in British Columbia. The season kicked off with the arrival of Norwegian Bliss on April 3 — the <a href="https://www.cheknews.ca/first-cruise-ship-of-the-season-to-arrive-in-victoria-in-less-than-2-weeks-1196426/">first of 318 ships</a> that are scheduled to dock in Victoria this year. Victoria saw a record 970,000 passengers arrive in 2023, with more expected in 2024. The cruise industry <a href="https://doi.org/10.1016/j.trip.2021.100391">was badly hit</a> by the <a href="https://financialpost.com/financial-times/the-2020s-were-meant-to-be-a-boom-decade-for-cruises-then-covid-19-hit-them-like-a-tidal-wave">suspension of cruise operations due to the COVID-19 pandemic</a> in 2020. Fuelled by heavy consumer demand and industry innovation, cruising has made a comeback. It is now one of the fastest-growing sectors, rebounding even faster than international tourism. While many predicted <a href="https://www.cnbc.com/2020/04/05/carnivals-struggle-to-survive-the-coronavirus-as-outbreak-wipes-out-the-cruise-industry.html">a difficult recovery</a>, a <a href="https://cruising.org/en">recent industry report shows a remarkable post-pandemic rebound</a>. Two million more people went on cruises in 2023 versus 2019, with demand predicted to top 35 million in 2024. But environmental issues plague the sector’s revival. Are they an indication of rough seas ahead? Or will a responsive industry mean smooth sailing? Cruising has long been criticized <a href="https://www.sbs.com.au/news/article/their-purpose-is-to-be-fun-but-theres-a-dark-side-to-cruising-the-seas/dzxivdoos">for being Janus-faced</a>: on the surface, cruises are convenient, exciting holidays with reputed economic benefits. But lurking underneath are its <a href="https://doi.org/10.1016/j.tourman.2017.11.002">negative environmental and social impacts</a>. <h2>Unprecedented growth</h2> Newly constructed mega-ships are part of the industry’s unprecedented growth. Royal Caribbean’s Icon of the Seas is the <a href="https://www.cruisehive.com/top-10-biggest-cruise-ships-in-the-world/66448">largest cruise ship in the world</a>, with 18 decks, 5,600 passengers and 2,350 crew. MSC World Europa with 6,700 passengers and 2,100 crew, P&O Arvia with 5,200 passengers and 1,800 crew, and Costa Smeralda with 6,600 passengers and 1,500 crew also claim mega-ship status. Those sailing to and from Alaska via Victoria will be some of the <a href="https://hakaimagazine.com/features/cruise-ship-invasion/">estimated 700,000 passengers departing Seattle</a> on massive ships three sport fields in length. Baby boomers represent less than 25 per cent of cruise clientele. Gen X, <a href="https://www.thenewdaily.com.au/life/2024/01/15/cruise-millennials-gen-z">Millennials and Gen Z</a> have more interest than ever in cruising, with these younger markets being targeted as the future of cruise passengers. The Cruise Lines International Association asserts that <a href="https://cruising.org/-/media/clia-media/research/2024/2024-state-of-the-cruise-industry-report_041424_web.ashx">82 per cent of those who have cruised will cruise again</a>. To entice first-timers and meet the needs of repeat cruisers, companies are offering new itineraries and onboard activities, from <a href="https://www.timescolonist.com/business/royal-caribbean-quantum-cruise-ship-1st-at-sea-bumper-cars-skydiving-observation-capsule-4585987">simulated skydiving and bumper cars</a> to <a href="https://nationalpost.com/travel/cruise-ship-offers-pickleball-on-the-high-seas">pickleball</a> and lawn bowling. Solo cruise travel is also on the rise, and <a href="https://www.cruisetradenews.com/demand-for-multi-generational-cruise-holidays-on-the-up-data-finds/">multi-generational family cruise travel</a> is flourishing, explaining the extensive variety of cabin classes, activities and restaurants available on newly constructed and retrofitted ships. However, only a few cruise ports are large enough to dock mega ships. Cruise lines are responding by offering off-beat experiences and catering more to the distinct desires of travellers. In doing so, there is a <a href="https://www.positivelyosceola.com/2024s-top-cruise-trends-embracing-smaller-ships-solo-adventures-and-luxury-suites/">move towards smaller vessels and luxury liners</a>, river cruises and <a href="https://www.travelweek.ca/news/cruise/expedition-cruising-what-is-it-and-how-do-you-sell-it/">expedition cruising</a>. Leveraging lesser-known ports that can only be accessed via compact luxury ships <a href="https://www.cntraveler.com/story/small-cruise-ships-are-more-sustainble-and-on-the-rise">offers more mission-driven, catered experiences</a> for the eco-minded traveller. <h2>Cruising and environmental costs</h2> Cruise ship visitors are known to negatively impact Marine World Heritage sites. While most sites regulate ballast water and wastewater discharge, there are <a href="https://doi.org/10.3390/su12020611">concerns about ship air emissions and wildlife interactions</a>. Cruise ship journeys along Canada’s west coast, for example, <a href="https://www.theguardian.com/environment/2022/jul/09/us-cruise-ships-using-canada-as-toilet-bowl-for-polluted-waste-alaska-british-columbia">are leaving behind a trail of toxic waste</a>. <a href="https://foe.org/wp-content/uploads/2023/04/Comparison_of_CO2_Emissions_v2.pdf">A study by environmental organization Friends of the Earth</a> concluded that a cruise tourist generates eight times more carbon emissions per day than a land tourist in Seattle. Also, a rise in expedition cruising means more negative impacts (long-haul flights to farther ports, less destination management in fragile ecosystems, <a href="https://www.nytimes.com/2024/03/03/briefing/last-chance-tourism.html">last chance tourism</a>) and a rise in carbon dioxide emissions. Toxic air pollutants from cruise ships around ports are higher than pre-pandemic levels, <a href="https://www.transportenvironment.org/discover/europes-luxury-cruise-ships-emit-as-much-toxic-sulphur-as-1bn-cars-study/">leaving Europe’s port cities “choking on air pollution</a>.” Last year, Europe’s 218 cruise ships emitted as much sulphur oxides as one billion cars — a high number, considering the introduction of the <a href="https://doi.org/10.1016/S2542-5196(20)30002-4">International Maritime Organization’s sulphur cap in 2020</a>. <h2>Rough seas ahead or smooth sailing?</h2> Royal Caribbean said its Icon of the Seas is designed to <a href="https://www.reuters.com/business/environment/worlds-largest-cruise-ship-sets-sail-bringing-concerns-about-methane-emissions-2024-01-27/">operate 24 per cent more efficiently than the international standard</a> for new ships. International Maritime Organization regulations <a href="https://www.bloomberg.com/news/articles/2024-01-22/royal-caribbean-s-icon-of-the-seas-highlights-climate-impact-of-cruises">must be 30 per cent more energy-efficient</a> than those built in 2014. But despite the industry using liquefied natural gas instead of heavy fuel oil and electric shore power to turn off diesel engines when docking, industry critics still claim <a href="https://www.theguardian.com/environment/2024/jan/26/icon-of-the-seas-largest-cruise-ship-human-lasagne-climate-fuel-lng-greenwashing">the cruise sector is greenwashing</a>. As a result, some cities like Amsterdam, Barcelona and Venice are <a href="https://www.forbes.com/sites/maryroeloffs/2023/07/21/war-on-cruise-ships-amsterdam-latest-port-to-limit-or-ban-cruise-liners">limiting or banning cruise ships</a>. Environmental critiques remain strong, especially for <a href="https://dergipark.org.tr/en/pub/ijegeo/issue/65449/957262">polar expeditions</a>. The industry must respond and <a href="https://doi.org/10.1007/978-3-031-01949-4_131">increase sustainability efforts</a>, but their measures remain reactive (i.e., merely meeting international regulations) rather than proactive. In addition, by sailing their ships under <a href="https://www.washingtonpost.com/opinions/2020/05/13/real-problem-with-cruise-industry/">flags of convenience</a>, cruise companies evade taxes and demonstrate an unwillingness to abide by a nation’s environmental, health and labour regulations. In any case, environmental concerns are escalating along with the industry. <a href="https://www.nationalgeographic.com/travel/article/cruising-green-eco-operators-make-waves">Travel agents and industry figures are aware of these impacts</a> and should help promote cruise lines that demonstrate a commitment to sustainable practices. Local residents need to expect more from port authorities and local governments in order <a href="https://doi.org/10.1016/j.annals.2024.103732">to cope with cruise tourism</a>. Cruise consumers should recognize the environmental costs of cruising, and demand accountability and transparency from cruise lines.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/228181/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/frederic-dimanche-836528">Frédéric Dimanche</a>, Professor and Director, Ted Rogers School of Hospitality and Tourism Management, <a href="https://theconversation.com/institutions/toronto-metropolitan-university-1607">Toronto Metropolitan University</a> and <a href="https://theconversation.com/profiles/kelley-a-mcclinchey-1287281">Kelley A. McClinchey</a>, Teaching Faculty, Geography and Environmental Studies, <a href="https://theconversation.com/institutions/wilfrid-laurier-university-1817">Wilfrid Laurier University</a> Image credits: Shutterstock This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/rough-seas-or-smooth-sailing-the-cruise-industry-is-booming-despite-environmental-concerns-228181">original article</a>.

Cruising

To avoid the worst of climate change we have to change how we travel

In September last year I embarked on a 5 week trip throughout Italy and France. We swam in the waters of Cinque Terre, ate the best pizza we’d ever had in Naples, and walked blisters into our feet through the streets of Paris. The marvels of modern aviation meant I completed my 32,000 km round trip in roughly 24 hours each way. But while I budgeted for the monetary costs associated with the trip, I neglected to consider another crucial one – the carbon cost. Humans are changing the Earth’s climate. It is estimated our activities have caused about 1°C of additional atmospheric warming since the industrial revolution. The Intergovernmental Panel on Climate Change (IPCC) says <a href="https://www.ipcc.ch/sr15/chapter/spm/" target="_blank" rel="noreferrer noopener">crossing a 1.5°C threshold</a> will unleash devastating climate change impacts on human life and ecosystems. To keep global warming to below 1.5°C, as called for in the <a href="https://unfccc.int/process-and-meetings/the-paris-agreement" target="_blank" rel="noreferrer noopener">Paris Agreement</a>, emissions must peak before 2025 at the latest, halve by 2030, and reach net-zero as soon as possible before 2050. The <a href="https://www.unwto.org/the-glasgow-declaration-on-climate-action-in-tourism" target="_blank" rel="noreferrer noopener">Glasgow Declaration on Climate Action in Tourism</a>, launched at <a href="https://www.un.org/en/climatechange/cop26" target="_blank" rel="noreferrer noopener">COP26</a>, commits the tourism sector to these goals. So, what will global tourism look like as it begins to decarbonise? Will it necessitate changing the way I approach travel in the coming decades? Paul Peeters, a professor of sustainable transport and tourism at Breda University of Applied Sciences in the Netherlands is one of the principal authors of a report released last year that seeks to <a href="https://pure.buas.nl/ws/portalfiles/portal/27136592/Peeters_Papp_EnvisionTourism_report.pdf" target="_blank" rel="noreferrer noopener">envision tourism in 2030 and beyond.</a> <h2 class="wp-block-heading">Tourism and emissions: how big of a contributor is it?</h2> Tourism is a major contributor to climate change. According to Peeters, at least 5% of global CO2 emissions come from tourism and travel, with some estimates as high as 8-11% if you include indirect (supply chain) emissions. These emissions are inequitable, about half of the global tourism footprint is caused by travel between the richest countries. If global tourism continues unchanged, it’s predicted to increase emissions by 73% by 2050, compared to 2019. In this scenario, the sector will use over 66% of the world’s remaining carbon budget between 2023 and 2100. Peeters says this is not a viable way forward. But it doesn’t mean that tourism will cease to exist, or that we must stop flying altogether. Instead, the modelling he presents finds there is a plausible decarbonisation pathway that allows tourism to continue with similar levels of growth in global revenue, trips, and guest nights compared to 2019, while also achieving net-zero emissions, by 2050. This model is called the Tourism Decarbonisation Scenario (TDS) and it requires us to re-think how we travel. <h2 class="wp-block-heading">How do you put tourism emissions into a holding pattern?</h2> “If you look at the division of the [emissions from] different parts of travel, then in general… transport takes about 75-80%, 20% goes to the accommodation sector,” says Peeters. That 20% also includes activities, like visiting museums or amusement parks. “And then within transport, you see that about more than half of the emissions come from aviation, while at the same time aviation serves about a quarter of all trips,” he says. Each country party to the Paris Agreement – a legally binding international treaty on climate change – is required to establish a <a href="https://www.un.org/en/climatechange/all-about-ndcs#:~:text=Simply%20put%2C%20an%20NDC%2C%20or,and%20adapt%20to%20climate%20impacts." target="_blank" rel="noreferrer noopener">Nationally Determined Contribution</a> (NDC). An NDC is an action plan to cut emissions and adapt to climate impacts, updated every 5 years. Most of tourism – like accommodation and on-ground transportation – falls within the Paris Agreement and these NDCs and will decarbonise through changes already happening in the legislation of each country. For instance, the transition to electrified forms of travel and accommodation powered by renewable energy. So, as a tourist, I won’t need to change my behaviour there. “But it’s not true for aviation. And the problem is that aviation, in terms of governance, has got an exemption,” says Peeters. Aviation emissions are much harder to reduce. The International Civil Aviation Organization – ICAO – governs international aviation. It has a long-term aspirational goal for net-zero carbon emissions by 2050, and to achieve these goals is pursuing improvements to <a href="https://cosmosmagazine.com/science/engineering/hydrogen-fuelled-planes/">aircraft technology</a>, <a href="https://cosmosmagazine.com/technology/energy/from-refinery-to-biofuel-reactor/">sustainable aviation fuels</a>, and <a href="https://cosmosmagazine.com/earth/climate/carbon-offsetting-right/">carbon offsets</a>. But Peeters’ modelling says this won’t be enough. “The final technology is low or zero emission aircraft technology,” he says. “But that takes decades to develop and then decades to replace the whole fleet – you are not buying a new aircraft every year like a car. “That technology will come […] much faster actually than 10 years ago, but still it’s at a pace that we will have it by the end of the century fully implemented, not before. “We need an international body that governs the growth of aviation that actually stops it for the next couple of decades, to create a timeframe for the technology we need.” So until sustainable aviation technology can be fully implemented, the key is to slow the rate of growth of aviation. <h2 class="wp-block-heading">Further does not equal better</h2> In 2019, nearly all long-distance travel over 16,000 kms return trip was by air. These trips, equivalent to flying return Shanghai to Sydney or further, made up just 2% of all trips in 2019. But they were the most polluting – accounting for 19% of tourism’s total carbon emissions. My roundtrip from Australia to Europe sits in this bracket. I estimate my seats on those planes probably came with a carbon footprint of about 6.4 tonnes of CO2 altogether. To put that in perspective, the average Australian emits 15 tonnes per year, according to <a href="https://ourworldindata.org/co2/country/australia" target="_blank" rel="noreferrer noopener">ourworldindata.org</a>, and I emitted almost half that in just 48 hours. Failing to curb the growth of these longest-haul trips means they will make up 4% of all trips but account for a massive 41% of tourism’s total emissions by 2050. To prevent this, the TDS says we need to cap them at 2019 levels – about 120 million return trips per year. In this scenario, shorter distance trips up to 900km return – that’s roughly equivalent to flying from Rome to Milan in Italy – and those by car, rail, coach, and ferry, would increase to 81% of all trips by 2050. Longer distance trips (return journeys of more than 7,000km, roughly equivalent to return flying Sydney to Perth and further) would also grow less quickly than current rates and account for 3.5% of all trips by 2050 (down from 6.0% in 2019). This could have flow-on benefits, especially for local tourism. “So, you keep the number of trips, and you keep the number of nights – you could even increase that a little bit as a compensation maybe for not being able to travel so far, then you can travel deeper. And that means the total revenues in the sector can grow as we are used to because the number of trips and the number of nights generate most of the revenues,” explains Peeters. <h2 class="wp-block-heading">What curbing the aviation industry could look like</h2> So, what will this mean for my travel habits in the coming years, if further isn’t better? It will likely involve a switch in mindset to consider whether an alternative, less carbon intensive mode of transport exists to reach the destination I have in mind. According to Peeters, even 1 fewer person sitting in an aircraft’s seats can measurably change its emissions. “Aircraft are quite lightweight, half of the weight of an aircraft taking off is not its structure. But it means that if you remove 100 kilograms, even off an Airbus A320, you can measure the difference in fuel consumption. It will save, I calculated it for flights, just a 1,500 km flight, already up to 10 kilograms of CO2,” says Peeters. Compare that to a different mode – adding an additional person to an already incredibly heavy train will add perhaps half a kilogram in emissions at most, probably less. It’s a little embarrassing to admit that I’ve never considered the idea of an interstate road trip, taking the car across the border or opting for a coach or train instead of flying, as a viable option for domestic travel in Australia. But it has for other people. <a href="https://flightfree.net.au/about/" target="_blank" rel="noreferrer noopener">Flight Free Australia</a> encourages us to stop flying, and people have already taken their pledge to swear off air travel – whether for the next 12 months or until it’s ‘climate safe’ to do so again. As for Europe… Well, Peeter’s report predicts that ticket prices will increase, with the cost of flying increasing to 0.18 $/pkm in 2050, from 0.06 $/pkm in 2019, caused mainly by mandates for sustainable aviation e-fuels. Entire families have event attempted to make it from one end of the world to another without setting foot on a plane – a months-long journey ultimately <a href="https://www.abc.net.au/news/2023-12-22/british-family-travel-australia-without-flying-carbon-footprint/103256280" target="_blank" rel="noreferrer noopener">foiled</a> by cyclones north of Darwin. Whether the changes outlined in the Envisioning Tourism in 2030 and Beyond report are made to the aviation industry, already my perspective on flying is changing. Why would I reduce my carbon footprint in other areas of my life, but turn around and negate those efforts by jumping on a plane? It doesn’t mean that I have to give up travel, just change my perspective on what makes a worthy destination. “You see a growing number of people, particularly young people, that say, ‘I stopped flying, whatever happens, I never go anymore’,” says Peeters. “And it makes your life so much easier. You don’t have to choose every time ‘should I fly?’. No, if you can’t get there by train, car, or whatever, you don’t go. And then you go somewhere else, of course, you’re not sitting at home. And you discover that somewhere else is also beautiful.” <div> </div> <img id="cosmos-post-tracker" style="opacity: 0; height: 1px!important; width: 1px!important; border: 0!important; position: absolute!important; z-index: -1!important;" src="https://syndication.cosmosmagazine.com/?id=294884&title=To+avoid+the+worst+of+climate+change+we+have+to+change+how+we+travel" width="1" height="1" loading="lazy" aria-label="Syndication Tracker" data-spai-target="src" data-spai-orig="" data-spai-exclude="nocdn" /> <div class="share-syndicate-wrapper margin-top-1"> <div class="article-sharing"> Image credits: Getty Images </div> </div> <div id="contributors"> <a href="https://cosmosmagazine.com/synergy/to-avoid-the-worst-of-climate-change-we-have-to-change-how-we-travel/">This article</a> was originally published on <a href="https://cosmosmagazine.com">Cosmos Magazine</a> and was written by <a href="https://cosmosmagazine.com/contributor/imma-perfetto/">Imma Perfetto</a>. </div>

Travel Trouble

Climate activists throw soup at Mona Lisa

Two climate change activists have hurled soup at the bullet-proof glass protecting Leonardo da Vinci’s iconic painting, the Mona Lisa, at the Louvre Museum in Paris. On Sunday morning, local time, a video posted on social media showed two women throwing red and orange soup onto the glass protecting the painting to the shock of bystanders. The incident came amid days of protests by French farmers across the country demanding better pay, taxes, and regulations. The two women, with the words "FOOD RIPOSTE" or "Food Counterattack" written on their T-shirts, managed to pass under the security barrier and stood in front of the painting, while shouting slogans for a sustainable food system. “What is more important? Art or the right to healthy and sustainable food?” they asked. “Your agricultural system is sick. Our farmers are dying at work,” they added, before the security put black panels in front of the painting, and asked visitors to evacuate the space. <blockquote class="twitter-tweet"> ALERTE - Des militantes pour le climat jettent de la soupe sur le tableau de La Joconde au musée du Louvre. <a href="https://twitter.com/CLPRESSFR?ref_src=twsrc%5Etfw">@CLPRESSFR</a> <a href="https://t.co/Aa7gavRRc4">pic.twitter.com/Aa7gavRRc4</a> — CLPRESS / Agence de presse (@CLPRESSFR) <a href="https://twitter.com/CLPRESSFR/status/1751538762687893894?ref_src=twsrc%5Etfw">January 28, 2024</a></blockquote> On its website, the "Food Riposte" group said that the French government is breaking its climate commitments, and they demanded a state-sponsored health care system to be put in to give people better access to healthy food, while providing farmers with a decent income. The protests comes after the French government announced a series of measures for agricultural workers on Friday, which they believe do not fully address their demands. Image: Twitter

Legal

It’s time to limit how often we can travel abroad – ‘carbon passports’ may be the answer

<a href="https://theconversation.com/profiles/ross-bennett-cook-1301368">Ross Bennett-Cook</a>, <a href="https://theconversation.com/institutions/university-of-westminster-916">University of Westminster</a> The summer of 2023 has been very significant for the travel industry. By the end of July, international tourist arrivals globally <a href="https://www.unwto.org/news/international-tourism-swiftly-overcoming-pandemic-downturn">reached 84% of pre-pandemic levels</a>. In <a href="https://joint-research-centre.ec.europa.eu/jrc-news-and-updates/eu-tourism-almost-full-recovery-pre-pandemic-levels-2023-10-23_en">some European countries</a>, such as France, Denmark and Ireland, tourism demand even surpassed its pre-pandemic level. This may be great <a href="https://skift.com/insight/state-of-travel/">news economically</a>, but there’s concern that a return to the status quo is already showing dire environmental and social consequences. The summer saw record-breaking heatwaves across many parts of the world. People were forced to flee <a href="https://www.theguardian.com/world/2023/jul/24/greece-wildfires-corfu-evia-rhodes-heatwave-northern-hemisphere-extreme-weather-temperatures-europe">wildfires in Greece</a> and <a href="https://www.independent.co.uk/climate-change/news/hawaii-fires-update-biden-b2393188.html">Hawaii</a>, and extreme <a href="https://www.manchestereveningnews.co.uk/news/world-news/foreign-office-issues-spain-weather-27339111">weather warnings</a> were issued in many popular holiday destinations like Portugal, Spain and Turkey. Experts <a href="https://theconversation.com/european-heatwave-whats-causing-it-and-is-climate-change-to-blame-209653">attributed these extreme conditions</a> to climate change. Tourism is part of the problem. The tourism sector <a href="https://wttc.org/Portals/0/Documents/Reports/2021/WTTC_Net_Zero_Roadmap.pdf">generates around one-tenth</a> of the greenhouse gas emissions that are driving the climate crisis. The negative impacts of tourism on the environment have become so severe that some are suggesting drastic changes to our travel habits are inevitable. In a <a href="https://www.intrepidtravel.com/sites/intrepid/files/basic_page/files/A%20Sustainable%20Future%20For%20Travel%20From%20Crisis%20To%20Transformation-231016-02.pdf">report</a> from 2023 that analysed the future of sustainable travel, tour operator Intrepid Travel proposed that “carbon passports” will soon become a reality if the tourism industry hopes to survive. <h2>What is a carbon passport?</h2> The idea of a carbon passport centres on each traveller being assigned a yearly carbon allowance that they cannot exceed. These allowances can then “ration” travel. This concept may seem extreme. But the idea of personal carbon allowances is not new. A <a href="https://publications.parliament.uk/pa/cm200708/cmselect/cmenvaud/565/565.pdf">similar concept</a> (called “personal carbon trading”) was discussed in the House of Commons in 2008, before being shut down due to its perceived complexity and the possibility of public resistance. The <a href="https://www.nature.org/en-us/get-involved/how-to-help/carbon-footprint-calculator/#:%7E:text=A%20carbon%20footprint%20is%20the,is%20closer%20to%204%20tons.">average annual carbon footprint</a> for a person in the US is 16 tonnes – one of the highest rates in the world. In the UK this figure sits at 11.7 tonnes, still more than five times the figure recommended by the <a href="https://www.openaccessgovernment.org/the-average-british-carbon-footprint-is-five-times-over-paris-agreement-recommendations/152669/#:%7E:text=Despite%20rising%20environmental%20awareness%20across,equivalent%20(tCO2e)%20per%20year.">Paris Agreement</a> to keep global temperature rise below 1.5°C. Globally, the average annual carbon footprint of a person is closer to 4 tonnes. But, to have the best chance of preventing temperature rise from overshooting 2°C, the average global carbon footprint <a href="https://www.nature.org/en-us/get-involved/how-to-help/carbon-footprint-calculator/#:%7E:text=Globally%2C%20the%20average%20carbon%20footprint,tons%20doesn't%20happen%20overnight!">needs to drop</a> to under 2 tonnes by 2050. This figure equates to around <a href="https://www.theguardian.com/environment/ng-interactive/2019/jul/19/carbon-calculator-how-taking-one-flight-emits-as-much-as-many-people-do-in-a-year">two return flights</a> between London and New York. Intrepid Travel’s report predicts that we will see carbon passports in action by 2040. However, <a href="https://www.politico.eu/article/travel-short-haul-flights-europe-under-fire-climate-change-cop26/">several laws and restrictions</a> have been put in place over the past year that suggest our travel habits may already be on the verge of change. <h2>Targeting air travel</h2> Between 2013 and 2018, the amount of CO₂ emitted by commercial aircrafts worldwide <a href="https://theicct.org/sites/default/files/publications/ICCT_CO2-commercl-aviation-2018_20190918.pdf">increased by 32%</a>. Improvements in fuel efficiency are slowly reducing per passenger emissions. But <a href="https://www.sciencedirect.com/science/article/pii/S1352231014004889">research</a> from 2014 found that whatever the industry’s efforts to reduce its carbon emissions, they will be outweighed by the growth in air traffic. For emission reductions to have any meaningful effect, ticket prices would have to rise by 1.4% each year, discouraging some people from flying. However, in reality, <a href="https://www.climatecentral.org/news/increase-in-flights-will-outweigh-carbon-cuts-17875">ticket prices are falling</a>. Some European countries are beginning to take measures to reduce air travel. As of April 1 2023, passengers on short-haul flights and older aircraft in Belgium have been <a href="https://www.euronews.com/green/2022/12/12/private-jets-and-short-haul-flights-face-pollution-busting-tax-increases-in-belgium">subject to increased taxes</a> to encourage alternative forms of travel. Less than two months later France banned <a href="https://www.bbc.co.uk/news/world-europe-65687665">short-haul domestic flights</a> where the same trip can be made by train in two-and-a-half hours or less. <a href="https://businesstravelerusa.com/news/spain-to-follow-frances-lead-plans-to-ban-short-haul-domestic-flights/">Spain</a> is expected to follow suit. A similar scheme could also be on the horizon for Germany. In 2021, a <a href="https://www.cleanenergywire.org/news/seventy-percent-germans-favour-banning-short-haul-flights-survey">YouGov poll</a> found that 70% of Germans would support such measures to fight climate change if alternative transport routes like trains or ships were available. <h2>Cruises and carbon</h2> It’s not just air travel that’s being criticised. An <a href="https://www.transportenvironment.org/wp-content/uploads/2023/06/The-return-of-the-cruise-June-2023.pdf">investigation</a> by the European Federation for Transport and Environment in 2023 found that cruise ships pump four times as many sulphuric gases (which are proven to cause acid rain and <a href="https://www.forbes.com/sites/jamesellsmoor/2019/04/26/cruise-ship-pollution-is-causing-serious-health-and-environmental-problems/?sh=468ee2f637db">several respiratory conditions</a>) into the atmosphere than all of Europe’s 291 million cars combined. Statistics like these have forced European destinations to <a href="https://www.ft.com/content/8727387d-590d-43bd-a305-b5ec208a4dfe">take action</a> against the cruise industry. In July, Amsterdam’s council <a href="https://www.bbc.co.uk/news/world-europe-66264226">banned cruise ships</a> from docking in the city centre in a bid to reduce tourism and pollution – an initiative that has shown success elsewhere. In 2019 Venice was the most polluted European port, due to large numbers of cruise ship visits. But it dropped to 41st place in 2022 after a ban on large cruise ships entering the city’s waters <a href="https://www.transportenvironment.org/discover/europes-luxury-cruise-ships-emit-as-much-toxic-sulphur-as-1bn-cars-study/">reduced air pollutants from ships</a> in Venice by 80%. <h2>Changing destinations</h2> Intrepid Travel’s report also highlights that not only how we travel, but <a href="https://joint-research-centre.ec.europa.eu/jrc-news-and-updates/global-warming-reshuffle-europes-tourism-demand-particularly-coastal-areas-2023-07-28_en">where we travel</a> will soon be impacted by climate change. Boiling temperatures will probably diminish the allure of traditional beach destinations, prompting European tourists to search for cooler destinations such as Belgium, Slovenia and Poland for their summer holidays. <a href="https://www.travelweekly.com/Travel-News/Tour-Operators/Travelers-seek-cooler-destinations-this-summer">Several travel agencies</a> reported seeing noticeable increases in holiday bookings to cooler European destinations like Scandinavia, Ireland and the UK during 2023’s peak summer travel months. Whatever the solution may be, changes to our travel habits look inevitable. Destinations across the globe, from <a href="https://www.theneweuropean.co.uk/barcelonas-war-on-tourism-ada-colau/">Barcelona</a> to the <a href="https://www.dw.com/en/italy-tourism-bans-controls-fees-restrictions/a-66453047">Italian riveria</a> and even <a href="https://theconversation.com/death-on-everest-the-boom-in-climbing-tourism-is-dangerous-and-unsustainable-114033">Mount Everest</a> are already calling for limits on tourist numbers as they struggle to cope with crowds and pollution. Holidaymakers should prepare to change their travel habits now, before this change is forced upon them. <a href="https://theconversation.com/profiles/ross-bennett-cook-1301368">Ross Bennett-Cook</a>, Visiting Lecturer, School of Architecture + Cities, <a href="https://theconversation.com/institutions/university-of-westminster-916">University of Westminster</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/its-time-to-limit-how-often-we-can-travel-abroad-carbon-passports-may-be-the-answer-216503">original article</a>.

International Travel

5 reasons why climate change may see more of us turn to alcohol and other drugs

<a href="https://theconversation.com/profiles/helen-louise-berry-8608">Helen Louise Berry</a>, <a href="https://theconversation.com/institutions/macquarie-university-1174">Macquarie University</a> and <a href="https://theconversation.com/profiles/francis-vergunst-230743">Francis Vergunst</a>, <a href="https://theconversation.com/institutions/university-of-oslo-934">University of Oslo</a> Climate change will affect every aspect of our <a href="https://www.thelancet.com/journals/lancet/article/PIIS0140-6736(23)01859-7/fulltext">health and wellbeing</a>. But its potential harms go beyond the body’s ability to handle extreme heat, important as this is. Extreme weather events, such as floods, droughts, storms and wildfires, are becoming more frequent and severe. These affect our <a href="https://pubmed.ncbi.nlm.nih.gov/36165756/">mental health</a> in a multitude of <a href="https://www.nature.com/articles/s41558-018-0102-4">ways</a>. Coping with climate change can be overwhelming. Sometimes, the best someone can do is to seek refuge in alcohol, tobacco, over-the-counter and prescription drugs, or other psychoactive substances. This is understandable, but dangerous, and can have serious consequences. We outline <a href="https://journals.sagepub.com/doi/full/10.1177/17456916221132739">five ways</a> climate change could increase the risk of harmful substance use. <h2>1. Mental health is harmed</h2> Perhaps the most obvious way climate change can be linked to harmful substance use is by damaging mental health. This <a href="https://onlinelibrary.wiley.com/doi/10.1111/dar.12448">increases the risk</a> of new or worsened substance use. People with a mental disorder are <a href="https://www.hindawi.com/journals/psychiatry/2018/5697103/">at high risk</a> of also having a <a href="https://bmcpsychiatry.biomedcentral.com/articles/10.1186/1471-244X-11-25#:%7E:text=Prevalence%20of%20comorbidity%20in%20epidemiological%20studies&text=Among%20subjects%20with%20an%20alcohol,a%20comorbid%20SUD%20%5B39%5D.">substance-use disorder</a>. This often precedes their mental health problems. Climate change-related increases in the number and nature of extreme events, in turn, are escalating risks to mental health. For example, extreme heat is linked to increased <a href="https://pubmed.ncbi.nlm.nih.gov/27727320/">distress</a> across the whole population. In extreme heat, more people go to the <a href="https://jamanetwork.com/journals/jamapsychiatry/fullarticle/2789481">emergency department</a> for psychiatric problems, including for <a href="https://www.sciencedirect.com/science/article/abs/pii/S0048969720338249">alcohol</a> and <a href="https://www.nature.com/articles/s43856-023-00346-1">substance use</a> generally. This is even true for <a href="https://www.sciencedirect.com/science/article/pii/S0048969720325572">a single very hot day</a>. Post-traumatic stress disorder, depression, anxiety and <a href="https://onlinelibrary.wiley.com/doi/abs/10.5694/mja13.10307">other mental health</a> problems are <a href="https://www.frontiersin.org/articles/10.3389/fpubh.2019.00367/full">common</a> at the time of extreme weather events and can persist for months, even years afterwards, especially if people are exposed to <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC9116266/">multiple events</a>. This can <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6101235/">increase</a> the likelihood of using substances as a way to cope. <h2>2. Worry increases</h2> With <a href="https://climatecommunication.yale.edu/publications/climate-change-in-the-american-mind-beliefs-attitudes-december-2022/">increasing public awareness</a> of how climate change is endangering wellbeing, people are <a href="https://www.ons.gov.uk/peoplepopulationandcommunity/wellbeing/articles/worriesaboutclimatechangegreatbritain/septembertooctober2022#:%7E:text=The%20level%20of%20worry%20about,lives%20right%20now%20(29%25).">increasingly worried</a> about what will happen if it remains unchecked. Worrying isn’t the same as meeting the criteria for a mental disorder. But <a href="https://www.undp.org/publications/peoples-climate-vote">surveys</a> show climate change generates complex emotional responses, <a href="https://www.thelancet.com/journals/lanplh/article/PIIS2542-5196(21)00278-3/fulltext">especially in children</a>. As well as feelings of worry, there is anxiety, fear, guilt, anger, grief and helplessness. Some <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC2904966/">emotional states</a>, such as <a href="https://www.pnas.org/doi/full/10.1073/pnas.1909888116">sadness</a>, are linked with long-term tobacco use and also make substance use <a href="https://pubmed.ncbi.nlm.nih.gov/16011392/">relapse</a> more likely. <h2>3. Physical injuries hurt us in many ways</h2> Physical injuries caused by extreme weather events – such as smoke inhalation, burns and flood-related cuts and infections – increase the risk of harmful substance use. That’s partly because they <a href="https://pubmed.ncbi.nlm.nih.gov/20033251/">increase</a> the risk of psychological distress. If injuries cause long-term illness or disability, consequent feelings of hopelessness and depression can dispose some people to self-medicate with alcohol or other drugs. Substance use itself can also generate long-term physiological harm, disabilities or other chronic health problems. These are <a href="https://www.tandfonline.com/doi/abs/10.3109/00952999609001655">linked with</a> higher rates of harmful substance use. <h2>4. Our day-to-day lives change</h2> A single catastrophic event, such as a storm or flood, can devastate lives overnight and change the way we live. So, too, can the more subtle changes in climate and day-to-day weather. Both can disrupt behaviour and routines in ways that risk new or worsened substance use, for example, using stimulants to cope with fatigue. Take, for example, hotter temperatures, which disrupt <a href="https://www.cell.com/one-earth/fulltext/S2590-3322(22)00209-3?_returnURL=https%3A%2F%2Flinkinghub.elsevier.com%2Fretrieve%2Fpii%2FS2590332222002093%3Fshowall%3Dtrue">sleep</a>, undermine <a href="https://jhr.uwpress.org/content/57/2/400">academic performance</a>, <a href="https://www.nature.com/articles/s41562-017-0097">reduce physical activity</a>, and promote <a href="https://www.thelancet.com/journals/lanplh/article/PIIS2542-5196(22)00173-5/fulltext">hostile language</a> and <a href="https://www.cambridge.org/core/elements/abs/climate-change-and-human-behavior/F64471FA47B8A6F5524E7DDDDE571D57">violent behaviour</a>. <h2>5. It destabilises communities</h2> Finally, climate change is destabilising the socioeconomic, natural, built and geopolitical <a href="https://www.nature.com/articles/s41558-018-0102-4">systems</a> on which human wellbeing – <a href="https://theconversation.com/climate-change-and-health-ipcc-reports-emerging-risks-emerging-consensus-24213">indeed survival</a> – depends. Damaged infrastructure, agricultural losses, school closures, homelessness and displacement are significant <a href="https://www.nature.com/articles/s41558-018-0102-4">sources of psychosocial distress</a> that prompt acute (short-term) and chronic (long-term) stress responses. <a href="https://doi.org/10.1196/annals.1441.030">Stress</a>, in turn, can <a href="https://doi.org/10.1007/s002130100917">increase</a> the risk of <a href="https://link.springer.com/article/10.1007/s002130100917">harmful substance use</a> and make people more likely to relapse. <h2>Why are we so concerned?</h2> Substance-use disorders are economically and socially <a href="https://www.thelancet.com/journals/lanpsy/article/PIIS2215-0366(18)30337-7/fulltext">very costly</a>. Risky substance use that doesn’t meet the criteria for a formal diagnosis <a href="https://digitalcommons.fiu.edu/srhreports/health/health/32/">can also harm</a>. Aside from its direct physical harm, harmful substance use disrupts <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3843305/">education</a> and <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC3234116/">employment</a>. It increases the risk of <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6676144/">accidents</a> and <a href="https://www.tandfonline.com/doi/abs/10.1080/09595230600944479">crime</a>, and it undermines social relationships, intimate <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC4795906/#:%7E:text=Results%20indicated%20that%20alcohol%20use,drinkers%20with%20low%20relationship%20satisfaction.">partnerships</a> and <a href="https://www.cambridge.org/core/journals/development-and-psychopathology/article/abs/longitudinal-relations-between-parental-drinking-problems-family-functioning-and-child-adjustment/CE508589A9E799FD6DC9E23DF364FB8F">family functioning</a>. <h2>Politicians take note</h2> As we head towards the <a href="https://www.cop28.com">COP28 global climate talks</a> in Dubai, climate change is set to hit the headlines once more. Politicians know climate change is undermining human health and wellbeing. It’s well past time to insist they act. As we have seen for populations as a whole, there are multiple possible ways for climate change to cause a rise in harmful substance use. This means multidimensional <a href="https://www.nature.com/articles/s41558-018-0102-4">prevention strategies</a> are needed. As well as addressing climate change more broadly, we need strategies including: <ul> <li> supporting vulnerable individuals, especially <a href="https://journals.sagepub.com/doi/full/10.1177/21677026211040787">young people</a>, and marginalised commmunities, who are <a href="https://www.nature.com/articles/s41558-018-0102-4">hit hardest</a> by extreme weather-related events </li> <li> focusing health-related policies more on broadscale health promotion, for example, healthier eating, active transport and community-led mental health support </li> <li> investing in climate-resilient infrastructure, such as heat-proofing buildings and greening cities, to prevent more of the destabilising effects and stress we know contributes to mental health problems and harmful substance use. </li> </ul> There is now <a href="https://news.un.org/en/story/2022/10/1129912">no credible pathway</a> to avoiding dangerous climate change. However, if <a href="https://carnegieendowment.org/2023/01/12/climate-protests-tracking-growing-unrest-pub-88778#:%7E:text=These%20are%20just%20a%20few,even%20more%20numerous%20and%20influential.">increasing rates</a> of climate protests are anything to go by, the world may finally be ready for radical change – and perhaps for reduced harmful substance use.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/217894/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/helen-louise-berry-8608">Helen Louise Berry</a>, Honorary Professor, Centre for Health Systems and Safety Research, <a href="https://theconversation.com/institutions/macquarie-university-1174">Macquarie University</a> and <a href="https://theconversation.com/profiles/francis-vergunst-230743">Francis Vergunst</a>, Associate Professor, Psychosocial Difficulties, <a href="https://theconversation.com/institutions/university-of-oslo-934">University of Oslo</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/5-reasons-why-climate-change-may-see-more-of-us-turn-to-alcohol-and-other-drugs-217894">original article</a>.

Mind

What to wear for a climate crisis

<a href="https://theconversation.com/profiles/rachael-wallis-568028">Rachael Wallis</a>, <a href="https://theconversation.com/institutions/university-of-southern-queensland-1069">University of Southern Queensland</a> When people move to the country from the city, they need to change their wardrobes, my <a href="https://rgs-ibg.onlinelibrary.wiley.com/doi/abs/10.1111/area.12540">research on tree-changers</a> in Australia found. The new context of their lives means the clothes they wore for the city no longer work for their new lives. This is also true in the climate crisis. Our context has changed. When we decide what clothes to buy, we now need to bring into play a wider range of values than the appearance of a garment, its newness and novelty and whether we like it or not. As the Intergovernmental Panel on Climate Change (IPCC) <a href="https://www.ipcc.ch/assessment-report/ar6/">states</a>, if we are to have any hope of avoiding a world that is too hot and unpredictable to live in, we need to do everything we possibly can, right now, to cut greenhouse gas emissions into the atmosphere. The fashion industry contributes <a href="https://www.frontiersin.org/articles/10.3389/fenvs.2022.973102/full">up to 10% of global emissions</a> – more than international aviation and shipping combined. It also contributes to biodiversity loss, pollution, landfill issues, unsafe work practices and more. Australia’s carbon footprint from the consumption and use of fashion is the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">world’s biggest</a>, a dubious distinction in a materialistic world. So this is an area where the choices we make can have big impacts. While individual action will not solve all of the above problems, it will help as we move towards the structural and systemic change needed to live sustainably. If we are concerned about these issues, responding thoughtfully means we will live our lives according to our values. And that’s an <a href="https://www.ncbi.nlm.nih.gov/pmc/articles/PMC6326475/">important factor</a> in living well, flourishing and being happy. <iframe id="datawrapper-chart-teOOs" style="border: none;" title="Carbon footprints from fashion consumption in G20 nations" src="https://datawrapper.dwcdn.net/teOOs/2/" width="100%" height="589" frameborder="0" scrolling="no" aria-label="Stacked Bars" data-external="1"></iframe> <h2>Lessons from wartime</h2> It’s not the first time people have adapted their clothing in response to the demands of a crisis. During the second world war, <a href="https://www.iwm.org.uk/history/how-clothes-rationing-affected-fashion-in-the-second-world-war">clothing styles changed</a> in the United Kingdom and Australia. To conserve precious resources, shorter skirts, minimal detailing and a focus on utility became the norm. People adapted their personal aesthetics and appearance because the situation was grave and they wanted to “do their bit” to help with the war effort. This was a collective necessity in dire times. This wartime response reflected the priorities and values of society as a whole as well as most people in that society. In other words, buying less (rationing meant this was not just a choice), mending and making do with what was already there was part of a value system that contributed to the Allied victory. In novels and other writing from the era, it is clear that at times it was not easy and it could be frustrating. There was, however, a public consensus that it was necessary. This shared commitment to the war effort became a value that made personal sacrifices worthwhile and satisfying. <h2>So what can we do today?</h2> In our current context, the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">most helpful thing we can do</a> is to buy fewer new clothes and wear them for longer. Australians buy a lot of clothes, about <a href="https://www.cleanup.org.au/fastfashion">56 items per year</a> on average. That makes Australians the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">second highest textiles consumers in the world</a> after <a href="https://www.cleanup.org.au/fastfashion">the USA</a> , and is <a href="https://www.greenpeace.org/static/planet4-international-stateless/2017/09/76e05528-fashion-at-the-crossroads.pdf">60% more than we bought even 15 years ago</a>. The <a href="https://www.eea.europa.eu/publications/textiles-in-europes-circular-economy">price of clothes has dropped significantly</a> over the past couple of decades, and the <a href="https://hotorcool.org/unfit-unfair-unfashionable/">number of clothes</a> people have in their closets has grown. If we begin to shift away from our slavish devotion to newness and novelty – following the dictates of fashion – to a mindset of value-led sufficiency, we can appreciate more fully the feel of lived-in, mended or altered clothes. There is a feeling of comfort in pulling on an old garment that is soft with age and repeated washing. There is <a href="https://www.google.com.au/books/edition/Loved_Clothes_Last/StfnDwAAQBAJ?hl=en&gbpv=1&dq=joy+of+creative+mending&pg=PT7&printsec=frontcover#v=onepage&q=joy%20of%20creative%20mending&f=false">joy in extending a garment’s life</a> through creative mending, especially when that aligns with our values. The Berlin-based <a href="https://hotorcool.org/unfit-unfair-unfashionable/">Hot or Cool Institute</a> suggests a wardrobe of 74 garments (including shoes but excluding undergarments) is typically sufficient for people who live in a two-season climate (in the tropics) and 85 pieces for those who live in a four-season climate, as most Australians do. If we buy ten to 12 new items a year, we can replace our entire wardrobe in about seven years. Buying second-hand instead of new is even better because it doesn’t add to current production emissions. If we buy second-hand, it still doesn’t mean we should buy more than we need. <h2>Choosing clothes to fit our values</h2> To live authentic lives that are fulfilling and satisfying in deep and meaningful ways, we need to be true to our selves. In the case of clothing, we should evaluate our choices in relation to the values we hold. And if we do care about living sustainably, that means changing those choices we feel are no longer suited to the climate crisis. Clothes need to reflect a person’s situation as well as their identity to <a href="https://research.usq.edu.au/item/q4x53/the-phenomenological-and-discursive-practice-of-place-in-lifestyle-migration-a-case-study-of-stanthorpe-queensland">“work” well</a>. This may mean that what we wear changes as we make different buying decisions, just as people did in the second world war and as tree-changers do. We may start to look different, but that change signifies our values in action. Best of all, clothing choices that align with keeping global warming to less than 1.5 degrees will have a long-term impact as significant as winning the war.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/214478/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/rachael-wallis-568028">Rachael Wallis</a>, Research Assistant, Youth Community Futures, <a href="https://theconversation.com/institutions/university-of-southern-queensland-1069">University of Southern Queensland</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/what-to-wear-for-a-climate-crisis-214478">original article</a>.

Beauty & Style

6 reasons why global temperatures are spiking right now

<a href="https://theconversation.com/profiles/andrew-king-103126">Andrew King</a>, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a> The world is very warm right now. We’re not only seeing record temperatures, but the records are being broken by record-wide margins. Take the preliminary September global-average temperature anomaly of 1.7°C above pre-industrial levels, for example. It’s an incredible 0.5°C above the previous record. So why is the world so incredibly hot right now? And what does it mean for keeping our Paris Agreement targets? Here are six contributing factors – with climate change the main reason temperatures are so high. <h2>1. El Niño</h2> One reason for the exceptional heat is we are in a <a href="http://www.bom.gov.au/climate/enso/#tabs=Pacific-Ocean">significant El Niño</a> that is still strengthening. During El Niño we see warming of the surface ocean over much of the tropical Pacific. This warming, and the effects of El Niño in other parts of the world, raises global average temperatures by <a href="https://www.realclimate.org/index.php/archives/2023/01/2022-updates-to-the-temperature-records/">about 0.1 to 0.2°C</a>. Taking into account the fact we’ve just come out of a triple La Niña, which cools global average temperatures slightly, and the fact this is the first major El Niño in eight years, it’s not too surprising we’re seeing unusually high temperatures at the moment. Still, El Niño alone isn’t enough to explain the crazily high temperatures the world is experiencing. <h2>2. Falling pollution</h2> Air pollution from human activities cools the planet and has offset some of the warming caused by humanity’s greenhouse gas emissions. There have been efforts to reduce this pollution – since 2020 there has been an <a href="https://sdg.iisd.org/news/imo-advances-measures-to-reduce-emissions-from-international-shipping/">international agreement</a> to reduce sulphur dioxide emissions from the global shipping industry. It has been speculated this cleaner air has contributed to the recent heat, particularly over the record-warm <a href="https://climate.copernicus.eu/record-breaking-north-atlantic-ocean-temperatures-contribute-extreme-marine-heatwaves">north Atlantic</a> and Pacific regions with high shipping traffic. It’s likely this is contributing to the extreme high global temperatures – but only on the order of hundredths of a degree. <a href="https://www.carbonbrief.org/analysis-how-low-sulphur-shipping-rules-are-affecting-global-warming/">Recent analysis</a> suggests the effect of the 2020 shipping agreement is about an extra 0.05°C warming by 2050. <h2>3. Increasing solar activity</h2> While falling pollution levels mean more of the Sun’s energy reaches Earth’s surface, the amount of the energy the Sun emits is itself variable. There are different solar cycles, but an 11-year cycle is the most relevant one to today’s climate. The Sun is becoming <a href="https://edition.cnn.com/2023/07/14/world/solar-maximum-activity-2024-scn/index.html">more active</a> from a minimum in late 2019. This is also contributing a small amount to the spike in global temperatures. Overall, increasing solar activity is contributing only hundredths of a degree at most to the recent global heat. <h2>4. Water vapour from Hunga Tonga eruption</h2> On January 15 2022 the underwater <a href="https://www.jpl.nasa.gov/images/pia26006-hunga-tonga-hunga-haapai-eruption">Hunga Tonga–Hunga Haʻapai volcano erupted</a> in the South Pacific Ocean, sending large amounts of water vapour high up into the upper atmosphere. Water vapour is a greenhouse gas, so increasing its concentration in the atmosphere in this way does intensify the greenhouse effect. Even though the eruption happened almost two years ago, it’s still having a small warming effect on the planet. However, as with the reduced pollution and increasing solar activity, we’re talking about hundredths of a degree. <figure><iframe src="https://www.youtube.com/embed/6oANPi-SWN0?wmode=transparent&start=0" width="440" height="260" frameborder="0" allowfullscreen="allowfullscreen"></iframe></figure> <h2>5. Bad luck</h2> We see variability in global temperatures from one year to the next even without factors like El Niño or major changes in pollution. Part of the reason this September was so extreme was likely due to weather systems being in the right place to heat the land surface. When we have persistent high-pressure systems over land regions, as seen recently over places like <a href="https://www.theguardian.com/environment/2023/oct/01/autumn-heat-continues-in-europe-after-record-breaking-september">western Europe</a> and <a href="https://www.abc.net.au/news/2023-09-19/australia-weather-september-heat-records-tumble/102870294">Australia</a>, we see local temperatures rise and the conditions for unseasonable heat. As water requires more energy to warm and the ocean moves around, we don’t see the same quick response in temperatures over the seas when we have high-pressure systems. The positioning of weather systems warming up many land areas coupled with persistent ocean heat is likely a contributor to the global-average heat too. <h2>6. Climate change</h2> By far the biggest contributor to the overall +1.7°C global temperature anomaly is human-caused climate change. Overall, humanity’s effect on the climate has been a global warming of <a href="https://www.globalwarmingindex.org/">about 1.2°C</a>. The record-high rate of greenhouse gas emissions means we should expect global warming to accelerate too. While humanity’s greenhouse gas emissions explain the trend seen in September temperatures over many decades, they don’t really explain the big difference from last September (when the greenhouse effect was almost as strong as it is today) and September 2023. Much of the difference between this year and last comes back to the switch from La Niña to El Niño, and the right weather systems in the right place at the right time. <h2>The upshot: we need to accelerate climate action</h2> September 2023 shows that with a combination of climate change and other factors aligning we can see alarmingly high temperatures. These anomalies may appear to be above the 1.5°C global warming level referred to in the Paris Agreement, but that’s about keeping <a href="https://climateanalytics.org/briefings/understanding-the-paris-agreements-long-term-temperature-goal/">long-term global warming</a> to low levels and not individual months of heat. But we are seeing the effects of climate change unfolding more and more clearly. The most vulnerable are suffering the biggest impacts as wealthier nations continue to emit the largest proportion of greenhouse gases. Humanity must accelerate the path to net zero to prevent more record-shattering global temperatures and damaging extreme events.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/215140/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/andrew-king-103126">Andrew King</a>, Senior Lecturer in Climate Science, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/6-reasons-why-global-temperatures-are-spiking-right-now-215140">original article</a>.

Travel Trouble

"Totally insensitive": Kate Middleton slammed for "hypocritical" move

Kate Middleton has come under fire after using a taxpayer-funded helicopter to travel a short distance for an offical royal engagement. On Monday, the Princess of Wales travelled to the Royal Naval Air Station Yeovilton by helicopter, while the journey by car would've taken just under two hours. She visited the airfield as Commodore-in-Chief of the Fleet Air Arm, an honorary title given to her by King Charles. After news of her mode of travel hit social media, many were quick to slam her decision to use the helicopter, given the royal family's preaching about protecting the environment against climate change. Anti-monarchists took to X, formerly known as Twitter, to share their frustrations with the "hypocrisy". One person wrote, "She could have gone by car. About two hours from Windsor. But instead flies by helicopter for an entirely pointless visit." Many others agreed, with one user writing, "What about climate change, didn’t Charlie also use a private jet this week to fly people to meet him .. do what I say, not do what I do." "While her husband preaches to the rest of us about the environment," another added. "Ahhh the Uber Helicopter again! And it costs the taxpayer £5,000 [A$9,600] each time!" a third pointed out. "We pay for their travel so they take advantage!" another user said. "Use a car, Kate!" someone else begged. "More climate change hypocrisy," one annoyed user wrote. "A waste of taxpayers money... not to mention the carbon footprint of her trip," yet another said. Others labelled the Princess of Wales as "totally insensitive" and "disgusting" for choosing not to drive, given Prince William's dedication to climate change efforts. The uproar comes after a new poll revealed the British public believes Prince William and Kate need to work harder before they rise to the throne. Image credits: Getty Images

Travel Trouble

Climate change is set to make our holidays look very different – here’s how

<a href="https://theconversation.com/profiles/nick-davies-313760">Nick Davies</a>, <a href="https://theconversation.com/institutions/glasgow-caledonian-university-913">Glasgow Caledonian University</a> Holidays are making a comeback after several years of disruption caused by the COVID pandemic. Nearly 4 billion passengers <a href="https://www.statista.com/statistics/564717/airline-industry-passenger-traffic-globally/">boarded international flights</a> in 2022, up from fewer than 2 billion in 2020. <a href="https://www.tandfonline.com/doi/abs/10.1080/09669582.2022.2162062">Recent research</a> suggests that people are likely to continue travelling more in 2023 and beyond. But this resurgence in travel is concerning. The tourism sector alone is responsible for an <a href="https://wttc.org/news-article/wttc-launches-groundbreaking-net-zero-roadmap-for-travel-tourism">estimated 8%–10%</a> of global greenhouse gas emissions. And conditions at traditional holiday destinations in high summer are becoming <a href="https://www.nytimes.com/2023/08/14/travel/europe-heat-wave-tourists.html">increasingly unpleasant</a> if not <a href="https://www.theguardian.com/world/2023/jul/23/british-tourists-tell-of-nightmare-in-rhodes-fires-greece#:%7E:text=British%20tourists%20said%20they%20had,the%20Greek%20island%20of%20Rhodes.">downright hazardous</a>. During the past year, <a href="https://climate.copernicus.eu/july-2023-sees-multiple-global-temperature-records-broken">numerous climate records have been broken</a> as heatwaves and wildfires ravaged large parts of Europe, Asia and North America. In July, both Sardinia and Sicily experienced temperatures <a href="https://www.theguardian.com/world/2023/jul/15/italy-temperatures-48c-mediterranean-heatwave-hotter">in excess of 46°C</a>, nearly breaking European records. Most of what we do while on holiday, particularly on holidays abroad, <a href="https://www.bbc.com/future/article/20200218-climate-change-how-to-cut-your-carbon-emissions-when-flying#:%7E:text=Together%20with%20other%20gases%20and,of%20the%20world%20flies%20frequently">releases greenhouse gases</a> into the atmosphere and ultimately has an impact on the climate. But the way most of us get there – by flying – is potentially most damaging. UK data suggests that a single passenger on a short-haul flight, for instance, is responsible for releasing the <a href="https://ourworldindata.org/travel-carbon-footprint">equivalent of approximately 154g of CO₂</a> for every kilometre travelled. As the effects of climate change become increasingly severe, there’s genuine concern that traditional destinations will become too hot in summer to remain appealing to visitors. This raises the question: how will tourism adapt? <h2>Changing destinations</h2> Researchers have been trying to predict the future of tourism for quite some time. One idea is that tourism will undergo a “<a href="https://www.cisl.cam.ac.uk/system/files/documents/ipcc-ar5-implications-for-tourism-briefing-prin.pdf">poleward shift</a>” as global warming causes temperatures to rise not only in traditionally hot regions, but also in locations further to the north and south. A <a href="https://journals.sagepub.com/doi/abs/10.1177/0047287506295937">modelling study</a> from 2007 predicted that, by 2050, hotter weather would make popular tourist hotspots like the Mediterranean less appealing in the summer. At the same time, northern destinations such as Scandinavia and the UK would experience longer holiday seasons. Approximately <a href="https://oceanpanel.org/opportunity/sustainable-coastal-marine-tourism">half of global tourism</a> is concentrated in coastal areas. So another concern is the potential loss of beaches due to rising sea levels. In the Caribbean, an <a href="https://www.tandfonline.com/doi/abs/10.1080/09669582.2012.699063">estimated 29% of resort properties</a> would be partially or fully inundated by one metre of sea-level rise – though many of these resorts would have lost a significant amount of their beach area before this. Some other beach destinations are potentially even more vulnerable. Sardinia was hit by disruptive storms in 2022. <a href="https://www.sciencedirect.com/science/article/pii/S0272771423000744">Research</a> suggests that the beaches there may struggle to accommodate tourists in the near future due to a greater risk of flooding and storms. The impact of climate change on tourism will extend beyond just coastal areas. Many popular city break destinations, including <a href="https://www.sciencedirect.com/science/article/abs/pii/S0301479722007344">Porto</a> in Portugal, are expecting to endure more severe heat. <a href="https://www.tandfonline.com/doi/abs/10.1080/09669582.2022.2112204">Tourism in mountainous areas</a> will be affected, too, as accelerated snow melt leads to shorter ski seasons. <h2>The practicalities of tourism shifting</h2> Changing conditions will affect where humans can safely travel to. But travel patterns take time to evolve. In the meantime, established destinations will need to change to withstand challenges such as extreme heat, rising sea levels and other climatic conditions. Existing tourist destinations in areas of the world that are vulnerable to the effects of climate change, such as the Nile Delta in Egypt, are already <a href="https://www.sciencedirect.com/science/article/pii/S0964569121005068">considering ways to adapt</a>. These include building seawalls and natural dunes to protect tourist areas from coastal flooding. Changing construction materials and reconfiguring urban spaces to improve ventilation have also <a href="https://www.thenationalnews.com/uae/environment/2021/10/19/beat-the-heat-how-to-make-buildings-in-the-middle-east-cooler/#:%7E:text=Traditionally%2C%20buildings%20in%20the%20Gulf,known%20for%20its%20wind%20towers.">been proposed</a> as ways to reduce reliance on expensive and energy-intensive air-conditioning. New destinations that begin to emerge in more temperate regions will require substantial infrastructure development to support the influx of visitors. This includes transport systems, accommodation, dining options and attractions. The process of establishing tourist destinations typically takes time and requires careful thought. Barcelona, for example, has experienced a <a href="https://stay-grounded.org/conference-degrowth/barcelona-a-city-exploited-by-tourism/">rapid surge in tourism demand</a> since the 1992 Olympics. This has resulted in a tenfold increase in visitors over the past three decades. Such rapid tourism development can <a href="https://www.emerald.com/insight/content/doi/10.1108/WHATT-02-2017-0005/full/html">put a strain on local people</a> and the environment. Although Barcelona already had a transport system and some infrastructure to accommodate visitors, the rapid growth in tourism has led to <a href="https://www.theguardian.com/cities/2018/jun/25/tourists-go-home-refugees-welcome-why-barcelona-chose-migrants-over-visitors">strong opposition</a> from local residents. <h2>What will happen next year?</h2> The <a href="https://journals.sagepub.com/doi/abs/10.1177/0047287520933679">current thinking</a> among tourism academics is that those responsible for managing tourist destinations should work towards reducing carbon emissions by focusing on the domestic market. But, as recent summers have shown, international tourism does not look set to slow down yet. Even amid crises such as the fires burning through Rhodes in summer 2023, tourists <a href="https://www.theguardian.com/commentisfree/2023/aug/30/tourists-rhodes-maui-burned-travel">continued to arrive</a>. Rather than choose different destinations, the most likely scenario – at least in the short-term – is that tourists themselves will adapt to the effects of climate change. During Europe’s summer 2023 heatwave, there were reports that people were staying in their hotel rooms <a href="https://www.nytimes.com/2023/08/14/travel/europe-heat-wave-tourists.html">in the hottest part of the day</a> and taking sightseeing trips in the evening. Nevertheless, there are some signs that travellers may be starting to worry about more extreme weather conditions and adapt their travel plans accordingly. A survey conducted in May 2023 showed that <a href="https://etc-corporate.org/uploads/2023/07/2023_ETC_MSIET_Results_Wave_16.pdf">69% of Europeans</a> planned to travel between June and November – a fall of 4% compared to 2022. The heatwave of summer 2023 might mean that tourists start looking for <a href="https://www.schengenvisainfo.com/news/extreme-heat-prompts-tourists-to-seek-cooler-alternatives-to-europe/">cooler destinations</a> as early as the coming year. The evolving landscape of global tourism in the face of climate change is complex. What is clear, though, is that if Europe continues to experience extreme weather conditions like the summer of 2023, many people will think twice about booking their place in the sun. <a href="https://theconversation.com/profiles/nick-davies-313760">Nick Davies</a>, Lecturer and Programme Leader, BA International Tourism and Events Management, <a href="https://theconversation.com/institutions/glasgow-caledonian-university-913">Glasgow Caledonian University</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/climate-change-is-set-to-make-our-holidays-look-very-different-heres-how-212474">original article</a>.

Travel Trouble

Our planet is burning in unexpected ways - here’s how we can protect people and nature

<a href="https://theconversation.com/profiles/luke-kelly-159658">Luke Kelly</a>, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a>; <a href="https://theconversation.com/profiles/david-bowman-4397">David Bowman</a>, <a href="https://theconversation.com/institutions/university-of-tasmania-888">University of Tasmania</a>; <a href="https://theconversation.com/profiles/ella-plumanns-pouton-1470045">Ella Plumanns Pouton</a>, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a>; <a href="https://theconversation.com/profiles/grant-williamson-109967">Grant Williamson</a>, <a href="https://theconversation.com/institutions/university-of-tasmania-888">University of Tasmania</a>, and <a href="https://theconversation.com/profiles/michael-shawn-fletcher-99786">Michael-Shawn Fletcher</a>, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a> People have been using fire for millennia. It is a vital part of many ecosystems and cultures. Yet human activities in the current era, sometimes called the “<a href="https://theconversation.com/did-the-anthropocene-start-in-1950-or-much-earlier-heres-why-debate-over-our-world-changing-impact-matters-209869">Anthropocene</a>”, are reshaping patterns of fire across the planet. <a href="https://www.annualreviews.org/doi/abs/10.1146/annurev-environ-120220-055357">In our new research</a>, published in the Annual Review of Environment and Resources, we used satellite data to create global maps of where and how fires are burning. We calculated about 3.98 million square kilometres of Earth’s land surface burns each year. We also examined research spanning archaeology, climatology, ecology, Indigenous knowledge and paleoecology, to better understand the causes and consequences of fires. Our international team found strong evidence fires are burning in unexpected places, at unusual times and in rarely observed ways. These changes in fire patterns are threatening human lives and modifying ecosystems. But the future does not have to be bleak. There are many opportunities to apply knowledge and practice of fire to benefit people and nature. <h2>Here’s how fire patterns are changing</h2> Exploring multiple approaches and scales enables a deeper understanding of where, when and how fires burn. Satellite data provide evidence of changes in fire patterns at a global scale. <a href="https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2020RG000726">Annual fire season length</a> increased by 14 days from 1979 to 2020 and <a href="https://www.nature.com/articles/s41586-021-04325-1">night fires</a>, which indicate fires that cannot be quickly controlled, increased in intensity by 7.2% from 2003 to 2020. Other changes are apparent only when we look at data from particular regions. An increase in fire size and the frequency of large fires has recently been observed in <a href="https://www.pnas.org/doi/abs/10.1073/pnas.2103135118">forests and woodlands of the western United States</a>. Meanwhile fire-dependent grasslands and savannahs across <a href="https://onlinelibrary.wiley.com/doi/full/10.1111/gcb.14711">Africa</a> and <a href="https://agupubs.onlinelibrary.wiley.com/doi/full/10.1029/2019GL082327">Brazil</a> have experienced reductions in fire frequency. It’s also important to consider the timescale and type of fire when interpreting changes. In Australia, <a href="https://www.nature.com/articles/s41467-021-27225-4">satellite records show</a> the frequency of very large forest fires has increased over the past four decades. At longer time scales, <a href="https://link.springer.com/article/10.1007/s13280-020-01339-3">charcoal and pollen records</a> indicate the frequency of low-intensity fires <a href="https://esajournals.onlinelibrary.wiley.com/doi/10.1002/fee.2395">decreased in parts of southeastern Australia</a> following British colonisation in 1788. <h2>Changes in fire affect air, land and water</h2> Many animals and plants have evolved strategies that enable them to thrive under particular fire patterns. This means changes to fire characteristics can <a href="https://www.science.org/doi/10.1126/science.abb0355">harm populations and ecosystems</a>. <a href="https://conbio.onlinelibrary.wiley.com/doi/full/10.1111/conl.12905">Large and intense fires</a> are reducing the available forest habitat preferred by the greater glider. But a <a href="https://theconversation.com/research-reveals-fire-is-pushing-88-of-australias-threatened-land-mammals-closer-to-extinction-185965">lack of fire can be problematic too</a>. Threatened species of native rodents can benefit from food resources and habitats that flourish shortly after fire. There is evidence that emissions from recent fires are already modifying the atmosphere. The historically exceptional 2019–20 Australian wildfires produced <a href="https://www.science.org/doi/10.1126/science.abe1415#:%7E:text=Intense%2C%20widespread%20bushfires%20in%20Australia,from%20a%20moderate%20volcanic%20eruption.">record-breaking levels of aerosols</a> over the Southern Hemisphere, as well as substantial carbon emissions. The <a href="https://www.nature.com/articles/s41893-020-00610-5">wildfire smoke-related health costs</a> of the 2019–20 wildfires in Australia included an estimated 429 smoke-related premature deaths as well as 3,230 hospital admissions for cardiovascular and respiratory disorders. Changes in fire patterns are modifying water cycles, too. In the western United States, <a href="https://www.pnas.org/doi/10.1073/pnas.2009717118">fires are reaching higher elevations</a> and having strong impacts on <a href="https://www.pnas.org/doi/10.1073/pnas.2200333119">snow</a> and water availability. New studies are revealing how the air, land and water that support life on Earth are connected by fires. Smoke plumes from the 2019–20 Australian wildfires transported nutrients to the Southern Ocean, resulting in <a href="https://www.nature.com/articles/s41586-021-03805-8">widespread phytoplankton blooms</a>. <h2>Humans are responsible for the changes</h2> Human drivers such as climate change, land use, fire use and suppression, and transportation and extinction of species <a href="https://www.annualreviews.org/doi/abs/10.1146/annurev-environ-120220-055357">are causing shifts in fire patterns</a>. Increasing global temperatures and more frequent heatwaves and droughts increase the likelihood of fire by promoting hot, dry and windy conditions. A pattern of extreme fire weather outside of natural climate variation is already emerging in <a href="https://onlinelibrary.wiley.com/doi/10.1111/gcb.15388">North America</a>, <a href="https://link.springer.com/article/10.1007/s10584-014-1183-3">southern Europe</a> and <a href="https://iopscience.iop.org/article/10.1088/1748-9326/ac1e3a/meta">the Amazon basin</a>. Humans modify fire regimes by changing land use for agricultural, forestry and urban purposes. Until recent decades, large fires in tropical forests were uncommon. But <a href="https://www.nature.com/articles/s41586-021-03876-7">deforestation fires</a> used to clear primary forest for agriculture often promotes more frequent and intense uncontrolled fires. Humans have transported plants and animals across the globe, resulting in novel mixes of species that modify fuels and fire regimes. In many parts of the world, <a href="https://www.pnas.org/doi/abs/10.1073/pnas.1908253116">invasive grasses</a> have increased flammability and fire activity. Social and economic changes propel these drivers. Colonisation by Europeans and the displacement of Indigenous peoples and their skilful use of fire has been linked with fire changes in <a href="https://esajournals.onlinelibrary.wiley.com/doi/10.1002/fee.2395">Australia</a>, <a href="https://www.pnas.org/doi/10.1073/pnas.2116264119">North America</a> and <a href="https://royalsocietypublishing.org/doi/10.1098/rstb.2015.0174">South America</a>. <h2>Using knowledge and practice of fire to achieve sustainability goals</h2> <a href="https://www.annualreviews.org/doi/abs/10.1146/annurev-environ-120220-055357">The pace and scale of these changes</a> represent challenges to humanity, but knowledge and practice of fire can help to achieve sustainability goals. This includes: <ul> <li><a href="https://royalsocietypublishing.org/doi/10.1098/rstb.2015.0174">good health and wellbeing</a>, by supporting community-owned solutions and fire practices that increase social cohesion and health</li> <li><a href="https://www.sciencedirect.com/science/article/pii/S0301479718314658">sustainable cities and communities</a>, by designing green firebreaks and mixed-use areas with low fuels, strategically located in the landscape</li> <li><a href="https://www.science.org/doi/10.1126/science.aam7672">life on land</a>, by tailoring use of fire to promote and restore species and ecosystems</li> <li><a href="https://www.nature.com/articles/s41561-021-00867-1">climate action</a>, by applying low-intensity fire to promote the stability of soil organic matter and increase carbon storage</li> <li><a href="https://www.mdpi.com/1660-4601/18/8/3921">reduced inequalities</a>, by allocating resources before, during, and after wildfires to at-risk communities and residents.</li> </ul> As the world changes, society as a whole needs to keep learning about the interplay between people and fire. A deep understanding of fire is essential for achieving a sustainable future – in other words, <a href="https://www.annualreviews.org/doi/abs/10.1146/annurev-environ-120220-055357">a better Anthropocene</a>.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/213215/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/luke-kelly-159658">Luke Kelly</a>, Associate Professor in Quantitative Ecology, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a>; <a href="https://theconversation.com/profiles/david-bowman-4397">David Bowman</a>, Professor of Pyrogeography and Fire Science, <a href="https://theconversation.com/institutions/university-of-tasmania-888">University of Tasmania</a>; <a href="https://theconversation.com/profiles/ella-plumanns-pouton-1470045">Ella Plumanns Pouton</a>, PhD candidate, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a>; <a href="https://theconversation.com/profiles/grant-williamson-109967">Grant Williamson</a>, Research Fellow in Environmental Science, <a href="https://theconversation.com/institutions/university-of-tasmania-888">University of Tasmania</a>, and <a href="https://theconversation.com/profiles/michael-shawn-fletcher-99786">Michael-Shawn Fletcher</a>, Professor in Biogeography, <a href="https://theconversation.com/institutions/the-university-of-melbourne-722">The University of Melbourne</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/our-planet-is-burning-in-unexpected-ways-heres-how-we-can-protect-people-and-nature-213215">original article</a>.

Travel Trouble

How climate change will affect your pet – and how to help them cope

<a href="https://theconversation.com/profiles/edward-narayan-414899">Edward Narayan</a>, <a href="https://theconversation.com/institutions/the-university-of-queensland-805">The University of Queensland</a> Earth has just experienced its <a href="https://www.theguardian.com/science/2023/jul/27/scientists-july-world-hottest-month-record-climate-temperatures">hottest month</a> since records began and Australia is now gearing up for an El Niño-fuelled summer. Extreme heat isn’t just challenging for humans – it brings suffering to our beloved pets, too. <a href="https://www.cabidigitallibrary.org/doi/10.1079/cabireviews.2023.0020">Research</a> I was involved in examined how climate change affects the welfare of animals, including pets. My colleagues and I used a concept for assessing animal welfare known as the “<a href="https://kb.rspca.org.au/knowledge-base/what-are-the-five-domains-and-how-do-they-differ-from-the-five-freedoms/">five-domains model</a>”. It’s a science-based structure for examining an animal’s: <ul> <li>nutrition</li> <li>environment</li> <li>physical health</li> <li>behaviour</li> <li>mental state.</li> </ul> The model evaluates the complete physiological and behavioural responses of animals to environmental stressors. While the effects of climate change on animals have been studied before, ours is the first study to apply the model to animal welfare specifically. We examined the academic literature and found climate change will harm animals across all five welfare domains. This applies to both wild and domesticated animals, including pets. So let’s take a look at how various types of pets will fare in a warming world – and how we can help them. <h2>Fish</h2> Fish are “ectotherms” – that is, they use external sources of heat to regulate their body temperature. So pet fish are vulnerable to changes in the water temperature of your home aquarium, which may occur during a heatwave. Extreme water temperatures can cause physical harm to fish. For example, it can increase a fish’s metabolic rate – meaning it <a href="https://e360.yale.edu/features/feeling-the-heat-warming-oceans-drive-fish-into-cooler-waters">needs more oxygen</a> to breathe . It can also <a href="https://www.nepjol.info/index.php/ON/article/view/4331">cause changes</a> such as slowed growth and reduced feeding. According to <a href="https://agriculture.vic.gov.au/livestock-and-animals/animal-welfare-victoria/other-pets/caring-for-your-pet-fish">official advice</a>, water in an indoor aquarium should generally be kept at between 20℃ and 25℃ (unless you are keeping tropical fish). Depending on your budget and aquarium size, you could opt to use a device to control the water temperature. Either way, it’s important to monitor the water temperature regularly. Also make sure the aquarium isn’t located near a window where it’s exposed to direct sunlight. Leaving your aquarium unattended for days or weeks in summer can be dangerous, due to the risk of heatwaves. If you’re going on a summer holiday, consider organising a <a href="https://www.thesprucepets.com/holiday-and-vacation-fish-care-and-feeding-1378525#:%7E:text=If%20you%20are%20going%20on,aquarium%20and%20can%20prove%20lethal">fish sitter</a> to check on the animal regularly. <h2>Birds</h2> Heat stress can change the <a href="https://www.vetexotic.theclinics.com/article/S1094-9194(16)00003-7/fulltext">physiology</a> of birds. For example, research into a wild population of small Australian robins showed during a heatwave, the birds <a href="https://onlinelibrary.wiley.com/doi/abs/10.1111/jav.02355">lost body mass</a> and abandoned their nests, and some died. Heat stress can also cause <a href="https://www.tandfonline.com/doi/abs/10.1207/s15327604jaws0101_5">abnormal behaviour in pet birds</a> such as <a href="https://www.tandfonline.com/doi/full/10.1080/1828051X.2016.1195711?src=recsys">feather picking</a>, when one bird repeatedly pecks at the feathers of another. In hot weather, regularly check your bird’s cage to make sure it’s clean and stocked with food and water. If the bird is in an outdoor cage or aviary, ensure it is shaded. And a shallow bird bath will help your feathered friend cool off. <h2>Dogs</h2> Dogs and cats can suffer on hot days. That’s especially true if they are: <ul> <li><a href="https://www.ejmanager.com/mnstemps/100/100-1626960667.pdf?t=1657722662">older or overweight</a></li> <li>have thick coats</li> <li>have short snouts/flat faces (which restricts air flow and makes it harder for them to cool down).</li> </ul> Heat stress can cause <a href="https://www.frontiersin.org/articles/10.3389/fvets.2021.742926/full?&utm_source=Email_to_ae_&utm_medium=Email&utm_content=T1_11.5e2_editor&utm_campaign=Email_publication&journalName=Frontiers_in_Veterinary_Science&id=742926">canine hyperthermia</a>, which means the dog’s body temperature becomes dangerously hot. Watch for <a href="https://www.rvc.ac.uk/small-animal-vet/teaching-and-research/fact-files/heatstroke-in-dogs-and-cats#:%7E:text=Early%20signs%20of%20heatstroke%20in%20pet%20animals&text=Panting%2C%20this%20can%20progress%20to,Red%20gums%20or%20tongue">early warning signs</a> of heat stress such as excessive panting and erratic movements. These symptoms can quickly escalate, leading to heat stroke and possible death. <a href="https://pubmed.ncbi.nlm.nih.gov/34828033/">More than 80%</a> of dog owners report exercising their dogs less vigorously, or for shorter periods, during hot weather. That can help avoid heat-related illness. But don’t reduce your dog’s activity levels too much, as that may lead to other health problems. Just time the walks to avoid the heat of the day. Refrain from leaving dogs unattended in vehicles, because they can easily overheat. In fact, it’s better to leave your dog inside home on a hot day, as long as they have a cool place to rest and plenty of water – perhaps even with ice cubes in it. And dogs love to cool off in a kiddie pool or under a sprinkler. If you take your dog out on a hot day, <a href="https://agriculture.vic.gov.au/livestock-and-animals/animal-welfare-victoria/dogs/health/heat-and-pets#:%7E:text=Be%20aware%20of%20the%20signs,not%20icy%20water%20and%20fanned">carry</a> a container of fresh, cool water for them. And don’t forget to slip-slop-slap: apply a sparing amount of pet sunscreen to your dogs’ exposed pink skin such as ear tips and nose. <h2>Cats</h2> Like other animals, cats can overheat in hot weather. Symptoms include panting heavily, drooling and a rapid pulse. Like with other animals, if you suspect your cat is suffering from heatstroke, call a vet immediately. Climate change and associated heat and floods is likely to aid the spread of parasites and illness <a href="https://www.forbes.com/sites/jeffmcmahon/2022/12/31/guess-whos-loving-climate-change-mosquitos-and-the-pathogens-they-carry/?sh=50654683174a">including</a> tick-borne diseases, <a href="https://pubs.er.usgs.gov/publication/70213352">flea</a> infestations and <a href="https://pubmed.ncbi.nlm.nih.gov/32145530/">heartworm</a>. This puts both cats and dogs at risk. In hot weather, the advice for cat owners is similar to that of dog owners: ensure your cat has plenty of shade and water, and put pet sunscreen on their ear tips and noses, especially if the cat is white. If possible, keep the cat inside during the hottest part of the day. Ensure at least one room is cool and ventilated. And in a heatwave, play with your cat either in the early morning or evening, when the temperature has cooled. <h2>A helping human hand</h2> While humans have the capacity to understand and prepare for climate change, pets will need our help to cope. This includes not just the pets listed above, but others too, including reptiles, guinea pigs and rabbits. As heatwaves and other extreme weather events become more common, the onus is on us to keep our pets safe.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/210724/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/edward-narayan-414899">Edward Narayan</a>, Senior Lecturer in Animal Science, <a href="https://theconversation.com/institutions/the-university-of-queensland-805">The University of Queensland</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/how-climate-change-will-affect-your-pet-and-how-to-help-them-cope-210724">original article</a>.

Family & Pets

Extreme weather events are exactly the time to talk about climate change – here’s why

<a href="https://theconversation.com/profiles/josh-ettinger-1302389">Josh Ettinger</a>, <a href="https://theconversation.com/institutions/university-of-oxford-1260">University of Oxford</a> Record-breaking heatwaves are <a href="https://public.wmo.int/en/media/news/simultaneous-heatwaves-hit-northern-hemisphere-summer-of-extremes">sweeping across the northern hemisphere</a>, affecting large parts of southern Europe, the US and China. On July 24, Sicily recorded blistering temperatures <a href="https://www.bbc.com/news/world-europe-66302472">of more than 47.5℃</a> and wildfires are currently <a href="https://www.theguardian.com/world/2023/jul/25/how-bad-are-wildfires-in-greece-what-caused-them-visual-guide-heatwave">tearing through Greece</a>. The heatwaves come as <a href="https://www.reuters.com/graphics/CANADA-WILDFIRE/HISTORIC/znvnzebmavl/">record numbers of fires continue to burn</a> across Canada. A <a href="https://www.bbc.co.uk/news/science-environment-66289489">study by the World Weather Attribution group</a> found that these heatwaves would have been “virtually impossible” without climate change. In fact, the heatwave that is affecting parts of China was made 50 times more likely by global warming. This is exactly what climate scientists have been warning us about for decades – climate change makes many types of extreme weather event <a href="https://www.carbonbrief.org/explainer-what-the-new-ipcc-report-says-about-extreme-weather-and-climate-change/">more likely, more intense and longer lasting</a>. As a PhD researcher examining extreme weather events and climate change communication, I have spent the past four years exploring how extreme weather events may affect the way the public feels, thinks and acts on climate change. One area of interest to researchers is how extreme weather events might reduce the <a href="https://www.sciencedirect.com/science/article/pii/S0272494422000676">“psychological distance”</a> associated with climate change. While climate change can feel abstract and vague, extreme weather is something people can experience firsthand. But <a href="https://iopscience.iop.org/article/10.1088/1748-9326/ab466a/meta">research offers contrasting results</a>. Some studies have found that extreme weather events lead to an <a href="https://www.journals.uchicago.edu/doi/full/10.1017/S0022381612000448?casa_token=dTns6Kvds1AAAAAA%3AkQcleVJ95vJUyh5Pg2vxvFEDbzfR1RsuOI131QCMO0wvdtIiLSVEq4EW6fZYwC7Yhraxj-NB9g">increased belief</a> that human-driven climate change is occurring and <a href="https://link.springer.com/article/10.1007/s10584-016-1837-4">greater support for climate action</a>. Others <a href="https://link.springer.com/article/10.1007/s10584-021-03176-z">find no effects</a> or suggest that these effects are <a href="https://www.sciencedirect.com/science/article/abs/pii/S0959378017309135?via%3Dihub">only temporary</a>. However, <a href="https://www.nature.com/articles/s41467-022-32412-y">we often underestimate</a> how much the public already cares about climate change. In Britain, <a href="https://assets.publishing.service.gov.uk/government/uploads/system/uploads/attachment_data/file/1164127/desnz-pat-spring-2023-net-zero-and-climate-change.pdf">just 4% of the public</a> say they are not at all concerned about climate change, while only <a href="https://climatecommunication.yale.edu/about/projects/global-warmings-six-americas/">11% of Americans</a> dismiss the issue. Given that <a href="https://www.pewresearch.org/short-reads/2019/04/18/a-look-at-how-people-around-the-world-view-climate-change/">most people</a> are already concerned about climate change, an important question now is how to shift these existing concerns into action. <a href="https://theconversation.com/how-to-talk-to-your-family-and-friends-about-the-new-ipcc-report-five-tips-from-climate-change-communication-research-202306">Talking about climate change</a> is a powerful way of mobilising climate action, and extreme weather events provide helpful climate conversation starters. We can use these moments as opportunities to <a href="https://journals.sagepub.com/doi/10.1177/20563051231177930">engage our families, friends and communities</a> in discussions about how climate change may relate to these events and <a href="https://drawdown.org/solutions">what we can do about it</a>. So, if you decide to engage people you know in discussions about extreme weather and climate change, here are a few thoughts and guidelines to keep in mind. <h2>1. Listen and share perspectives</h2> <a href="https://www.sciencedirect.com/science/article/abs/pii/S0887618520300773">Extreme weather events can be traumatic</a> and climate change can evoke a wide range of emotional responses. If the person you are talking to is comfortable discussing the topic, ask them about their experiences and observations. Encourage them to tell stories and affirm the validity of their emotional response – whether they are afraid, angry, hopeful or worried. There is no one right way to feel about climate change, so listen to what they have to say and then share your own perspective too. <h2>2. Talk about planning and preparation</h2> When discussing extreme weather events, some people may link their experiences to climate change, while others focus on various local factors that contribute to extreme weather risks. The risks associated with extreme weather arise from a <a href="https://www.ipcc.ch/report/ar6/wg2/chapter/summary-for-policymakers/">combination</a> of factors. These include the weather itself, which can be influenced by climate change, the level of exposure of people and places to extreme weather and the vulnerability of those to harm. Climate change, for instance, can affect the frequency, intensity and duration of wildfires. But emergency responses, evacuation procedures, firefighting and healthcare systems are crucially important to reduce risks. There are also significant equity and justice implications of extreme weather as different populations are <a href="https://link.springer.com/article/10.1007/s41885-020-00060-5">affected disproportionally</a>. It’s also important to bear in mind that while climate change affects many extreme weather events, it <a href="https://www.carbonbrief.org/climate-change-not-the-main-driver-of-madagascar-food-crisis-scientists-find/">does not necessarily affect every instance</a>. Weather systems are complex and there are <a href="https://theconversation.com/heres-why-climate-change-isnt-always-to-blame-for-extreme-rainfall-206958">meteorological processes</a> that scientists are still trying to understand. We also need to make sure the roles of local planning and preparation in minimising the impact of these events are not overlooked. <h2>3. Challenge arguments about politicising the weather</h2> In May 2023, Republican governor of Florida, Ron DeSantis, dismissed concerns about global warming by claiming that he rejects the <a href="https://www.independent.co.uk/news/world/americas/us-politics/desantis-climate-change-fox-news-b2346211.html">“politicisation of the weather”</a>. Ontario premier, Doug Ford, recently <a href="https://www.cbc.ca/news/canada/toronto/ontario-climate-change-forest-fires-politics-ford-stiles-1.6869071">made a similar argument</a> about Canada’s wildfires. In conversations, it’s possible that someone might accuse you too of “politicising” the weather. You can (respectfully) push back against this claim. This argument is a <a href="https://www.cambridge.org/core/journals/global-sustainability/article/discourses-of-climate-delay/7B11B722E3E3454BB6212378E32985A7">discourse of climate delay</a>. Rather than denying the existence of human-driven climate change, climate delay discourses try to shut down climate discussions and cast doubt on the need to act very quickly. These arguments disingenuously assert that acting on climate is too expensive, too late or that someone else should take care of it – and they are <a href="https://theconversation.com/climate-change-multi-country-media-analysis-shows-scepticism-of-the-basic-science-is-dying-out-198303">becoming increasingly common</a>. If we shouldn’t discuss climate change when extreme weather occurs, then when is the right time? If we want to protect lives, we need to talk about – and act upon – the risks associated with extreme weather events and the disasters they can cause. If talking about climate change politicises the weather, so be it. The politics of climate denial and delay affected this summer’s weather, and our current decisions will shape our planet for thousands of years. The science is clear. Act now or face increasingly dire consequences.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/210412/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/josh-ettinger-1302389">Josh Ettinger</a>, Doctoral researcher, School of Geography and the Environment, <a href="https://theconversation.com/institutions/university-of-oxford-1260">University of Oxford</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/extreme-weather-events-are-exactly-the-time-to-talk-about-climate-change-heres-why-210412">original article</a>.

Travel Trouble

Tourists flock to the Mediterranean as if the climate crisis isn’t happening. This year’s heat and fire will force change

<a href="https://theconversation.com/profiles/susanne-becken-90437">Susanne Becken</a>, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> and <a href="https://theconversation.com/profiles/johanna-loehr-1457342">Johanna Loehr</a>, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> Thousands of people on the beach. Children reportedly falling off evacuation boats. Panic. People fleeing with the clothes on their backs. It felt like “the end of the world”, according to <a href="https://www.theguardian.com/world/2023/jul/23/british-tourists-tell-of-nightmare-in-rhodes-fires-greece">one tourist</a>. The fires sweeping through the Greek islands of Rhodes and Corfu are showing us favourite holiday destinations are no longer safe as climate change intensifies. For decades, tourists have flocked to the Mediterranean for the northern summer. Australians, Scandinavians, Brits, Russians all arrive seeking warmer weather. After COVID, many of us have been keen to travel once again. But this year, the intense heatwaves have claimed <a href="https://inews.co.uk/news/world/heatwave-pictures-wildfires-worsen-greece-italy-spain-europe-us-2488556">hundreds of lives</a> in Spain alone. Major tourist drawcards such as the Acropolis in Athens have been closed. Climate scientists are “stunned by the ferocity” of the <a href="https://www.theguardian.com/commentisfree/2023/jul/25/northern-hemisphere-heatwaves-europe-greece-italy-wildfires-extreme-weather-climate-experts">heat</a>. This year is likely to force a rethink for tourists and for tourism operators. Expect to see more trips taken during shoulder seasons, avoiding the increasingly intense July to August summer. And expect temperate countries to become more popular tourist destinations. Warm-weather tourist destinations will have to radically change. <h2>What will climate change do to mass tourism?</h2> Weather is a major factor in tourism. In Europe and North America, people tend to go from northern countries to southern regions. Chinese tourists, like Australians, often head to Southeast Asian beaches. In Europe, the north-south flow is almost hardwired. When Australians go overseas, they often choose Mediterranean summers. Over the last decade, hotter summers haven’t been a dealbreaker. But this year is likely to drive change. You can already see that in the growing popularity of shoulder seasons (June or September) in the traditional Northern Hemisphere summer destinations. Many of us are shifting how we think about hot weather holidays from something we seek to something we fear. This comes on top of consumer shifts such as those related to sustainability and <a href="https://theconversation.com/flight-shaming-how-to-spread-the-campaign-that-made-swedes-give-up-flying-for-good-133842">flight shame</a>. What about disaster tourism? While thrillseekers <a href="https://www.theguardian.com/us-news/2023/jul/22/death-valley-tourism-extreme-weather-california">may be flocking</a> to Death Valley to experience temperatures over 50℃, it’s hard to imagine this type of tourism going mainstream. What we’re more likely to see is more people seeking “<a href="https://www.tandfonline.com/doi/abs/10.1080/09669582.2016.1213849?journalCode=rsus20">last-chance</a>” experiences, with tourists flocking to highly vulnerable sites such as the Great Barrier Reef. Of course, this type of tourism isn’t sustainable long-term. <h2>What does this mean for countries reliant on tourism?</h2> The crisis in Rhodes shows us the perils of the just-in-time model of tourism, where you bring in tourists and everything they need –food, water, wine – as they need it. The system is geared to efficiency. But that means there’s little space for contingencies. Rhodes wasn’t able to easily evacuate 19,000 tourists. This approach will have to change to a just-in-case approach, as in other <a href="https://www.forbes.com/sites/willyshih/2022/01/30/from-just-in-time-to-just-in-case-is-excess-and-obsolete-next/?sh=195cd054daf7">supply chains</a>. For <a href="https://www.sciencedirect.com/science/article/abs/pii/S0261517712002063">emergency services</a>, tourists pose a particular challenge. Locals have a better understanding than tourists of risks and escape routes. Plus tourists don’t speak the language. That makes them much harder to help compared to locals. Climate change poses immense challenges in other ways, too. Pacific atoll nations like Kiribati or Tuvalu <a href="https://www.pacificpsdi.org/assets/Uploads/PSDI-TourismSnapshot-TUV3.pdf">would love</a> more tourists to visit. The problem there is water. Sourcing enough water for locals is getting harder. And tourists use a lot of water – drinking it, showering in it, swimming in it. Careful planning will be required to ensure local carrying capacities are not exceeded by tourism. So does this spell the end of mass tourism? Not entirely. But it will certainly accelerate the trend in countries like Spain away from mass tourism, or “overtourism”. In super-popular tourist destinations like Spain’s Balearic Islands, there’s been an increasing pushback from locals against <a href="https://theconversation.com/were-in-the-era-of-overtourism-but-there-is-a-more-sustainable-way-forward-108906">overtourism</a> in favour of specialised tourism with smaller numbers spread out over the year. Is this year a wake-up call? Yes. The intensifying climate crisis means many of us are now more focused on what we can do to stave off the worst of it by, say, avoiding flights. The pressure for change is growing too. Delta Airlines is being sued over its announcement to go carbon neutral by <a href="https://www.theguardian.com/environment/2023/may/30/delta-air-lines-lawsuit-carbon-neutrality-aoe">using offsets</a>, for instance. <h2>Mountains not beaches: future tourism may look a lot different</h2> You can already see efforts to adapt to the changes in many countries. In Italy, for instance, domestic mountain tourism is <a href="https://www.euromontana.org/en/neve-diversa-how-mountain-tourism-can-adapt-to-climate-change/">growing</a>, enticing people from hot and humid Milan and Rome up where the air is cooler – even if the snow is disappearing. China, which doesn’t do things by halves, is investing in mountain resorts. The goal here is to offer cooler alternatives like northern China’s <a href="https://english.news.cn/20230714/9ae6f89a6b7b433ebde3ec689b87f6db/c.html">Jilin province</a> to beach holidays for sweltering residents of megacities such as Beijing and Shanghai. Some mountainous countries are unlikely to seize the opportunity because they don’t want to draw more tourists. Norway is considering a <a href="https://www.forbes.com/sites/davidnikel/2022/12/03/norway-to-consider-introducing-tourist-tax-from-2024/?sh=710871eb1b27">tourist tax</a>. Forward-thinking countries will be better prepared. But there are limits to preparation and adaptation. Mediterranean summer holidays will be less and less appealing, as the region is a <a href="https://www.unep.org/unepmap/resources/factsheets/climate-change">heating hotspot</a>, warming 20% faster than the world average. Italy and Spain are still <a href="https://joint-research-centre.ec.europa.eu/jrc-news-and-updates/severe-drought-western-mediterranean-faces-low-river-flows-and-crop-yields-earlier-ever-2023-06-13_en">in the grip</a> of a record-breaking drought, threatening food and water supplies. The future of tourism is going to be very different. <img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/210282/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/susanne-becken-90437">Susanne Becken</a>, Professor of Sustainable Tourism, Griffith Institute for Tourism, <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> and <a href="https://theconversation.com/profiles/johanna-loehr-1457342">Johanna Loehr</a>, , <a href="https://theconversation.com/institutions/griffith-university-828">Griffith University</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/tourists-flock-to-the-mediterranean-as-if-the-climate-crisis-isnt-happening-this-years-heat-and-fire-will-force-change-210282">original article</a>.

International Travel

Greta Thunberg slapped with first conviction over climate protest

Greta Thunberg has been fined by a court in Sweden after she refused to obey the orders of Swedish police officers at a climate change protest. The 20-year-old activist pleaded not guilty to the charges, saying she disobeyed the direct police order to leave a climate protest as an act of necessity. “My actions are justifiable,” Thunberg told the court in Malmö, according to local media outlets. “I believe that we are in an emergency that threatens life, health and property. Countless people and communities are at risk both in the short term and in the long term.” Thunberg was part of a group of protesters that blocked the road for oil trucks trying to gain access to Malmö harbour. She was charged for failing to leave when ordered to do so by police. Thunberg has been slapped with a fine for breaching the order, although it is not clear how much she will have to pay, as the fine will be based on her reported income. Thunberg became the face of the youth climate protest movement in 2018, when she began skipping school each Friday at the age of 15 to stage solo climate protests outside the Swedish parliament in Stockholm, holding up a sign reading, “Skolstrejk för klimatet” (school strike for climate). Despite regular school strikes and protests losing some momentum with the outbreak of the coronavirus pandemic, Thunberg has continued to travel the world joining climate protests and speaking at international summits, urging world leaders to act on the climate crisis. Image credits: Getty Images

Legal

Climate change protester crashes high-profile wedding

Climate change protesters have crashed the wedding of former UK politician George Osbourne and his former aide Thea Rodgers. The ceremony, which took place in Somerset, England, had more than 200 guests and was attended by several high-profilers – including former prime ministers, other UK politicians and various journalists. A few of the guests in attendance included former Prime Minister David Cameron and his wife, Samantha, longstanding minister Michael Gove, and former Sky News political editor Adam Boulton among others. The protester, who claimed to be part of the environmental group Just Stop Oil, waited until the couple walked out of St Mary’s Church after the ceremony to throw handfuls of orange confetti over them. The woman had a big smile on her face as she continued emptying the confetti from a Union Jack bag, before being dragged away by security. Just Stop Oil tweeted footage of the incident with the caption: “You look good in orange @George_Osborne – congratulations to the newlyweds.” Despite applauding the protester’s action, the environmental group has denied their connection to the incident. "If it was a form of protest (which is yet to be established) we applaud it and thank the person concerned,” they tweeted. "It was peaceful and not especially disruptive but got massive media attention for Just Stop Oil's demand." <blockquote class="twitter-tweet"> Confettigate: A Statement From Just Stop Oil The lady who threw confetti in Bruton yesterday was upholding a tradition that is common across many cultures. We absolutely defend the right for people to throw confetti (of whatever colour) at weddings and other celebrations. If it… <a href="https://t.co/e0uRJkV2S6">pic.twitter.com/e0uRJkV2S6</a> — Just Stop Oil (@JustStop_Oil) <a href="https://twitter.com/JustStop_Oil/status/1678014729216770048?ref_src=twsrc%5Etfw">July 9, 2023</a></blockquote> Another protester was reportedly spotted outside of the gates of the church. The group also added that people should focus on more important issues like the UK government’s decision to licence over 100 new oil and gas projects and the wildfires in Canada. This is Osbourne’s second wedding; he was previously married to Frances Osborne, but the pair divorced in 2019 after 21 years of marriage. Images: Finnbarr Webster/Getty Images

Relationships

Too big, too heavy and too slow to change: road transport is way off track for net zero

<a href="https://theconversation.com/profiles/robin-smit-594126">Robin Smit</a>, <a href="https://theconversation.com/institutions/university-of-technology-sydney-936">University of Technology Sydney</a> The need to cut the emissions driving climate change is urgent, but it’s proving hard to decarbonise road transport in Australia. Its share of the nation’s total greenhouse gas emissions <a href="https://ageis.climatechange.gov.au/">doubled</a> from 8% in 1990 to 16% in 2020. New vehicles sold in Australia have <a href="https://theconversation.com/we-thought-australian-cars-were-using-less-fuel-new-research-shows-we-were-wrong-122378">barely improved</a> average emissions performance for the last decade or so. The federal government <a href="https://www.dcceew.gov.au/climate-change/publications/australias-emissions-projections-2022">publishes</a> emission forecasts to 2035 – 15 years short of 2050, the net-zero target date. Our <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_7a6920bdd9e8448385863a7c23ec9ecf.pdf">newly published study</a> forecasts road transport emissions through to 2050. The estimated reduction by 2050, 35–45% of pre-COVID levels in 2019, falls well short of what’s needed. Our findings highlight three obstacles to achieving net zero. These are: Australia’s delay in switching to electric vehicles; growing sales of large, heavy vehicles such as SUVs and utes; and uncertainties about hydrogen as a fuel, especially for freight transport. These findings point to policy actions that could get road transport much closer to net zero. <h2>How was this worked out?</h2> Emissions and energy use vary from vehicle to vehicle, so reliable forecasting requires a detailed breakdown of the on-road fleet. Our study <a href="https://www.transport-e-research.com/software">used</a> the Australian Fleet Model and the net zero vehicle emission model (n0vem). The study focused on so-called <a href="https://www.cummins.com/news/2022/05/26/well-wheel-emissions-simplified">well-to-wheel emissions</a> from fuel production, distribution and use while driving. These activities account for about 75–85% of vehicle emissions. (<a href="https://theconversation.com/how-climate-friendly-is-an-electric-car-it-all-comes-down-to-where-you-live-179003">Life-cycle assessment</a> estimates “cradle-to-grave” emissions, including vehicle manufacture and disposal.) Working with European Union colleagues, our emissions simulation drew on an updated <a href="https://www.transport-e-research.com/_files/ugd/d0bd25_7a6920bdd9e8448385863a7c23ec9ecf.pdf">EU scenario</a> (EU-27) showing the changes in the EU vehicle fleet needed to meet the latest (proposed) CO₂ targets. Our study assumed Australia will be ten years behind the EU across all vehicle classes. We further modified the scenario to properly reflect Australian conditions. For instance, the EU has a much higher proportion of plug-in hybrid vehicles than Australia, where buyers are now bypassing them for wholly electric vehicles. <h2>Energy use is shifting, but too slowly</h2> Using this modified scenario, the simulation produces a forecast fall in total wheel-to-wheel emissions from Australian transport from 104 billion tonnes (Mt) in 2018 to 55-65Mt in 2050. Within the range of this 35–45% reduction, the outcome depends largely on the balance of renewable and fossil-fuel energy used to produce hydrogen. The modelling nonetheless predicts a large shift in energy use in road transport in 2050, as 2019 was basically 100% fossil fuels. The on-road energy efficiency of battery electric vehicles is roughly twice that of fuel cell electric (hydrogen) vehicles and roughly three times that of fossil-fuelled vehicles of similar type. The modelling results make this clear. In 2050, battery electric vehicles account for about 70% of total travel, but 25% of on-road energy use and only about 10% of total emissions. In contrast, fossil-fuelled vehicles account for about 25% of total travel in 2050, 60% of energy use and 75-85% of emissions. That’s even allowing for expected efficiency improvements. This means the shift to a mostly electric fleet by 2050 plus the use of hydrogen is predicted to fall short of what’s needed to get to net zero. It will require aggressive new policies to increase the uptake of electric vehicles across all classes. <h2>Lighter vehicles make a big difference</h2> But that is not the whole story. One neglected issue is the growing proportion of <a href="https://theconversation.com/we-may-be-underestimating-just-how-bad-carbon-belching-suvs-are-for-the-climate-and-for-our-health-190743">big, heavy passenger vehicles</a> (SUVs, utes). This trend is very noticeable in Australia. The laws of physics mean heavier vehicles need much more energy and fuel per kilometre of driving, and so produce more emissions. Currently, a large diesel SUV typically emits a kilogram of CO₂ for every 3 kilometres of driving, compared to 15km for a light electric vehicle and 200 kilometres for an e-bike. An average electric vehicle currently emits 1kg of CO₂ every 7km. This distance is expected to be around 60km in 2050, when renewables power the electricity grid. A lightweight electric car will more than double the distance to 125km per kilogram of CO₂. Reducing vehicle weights and optimising energy efficiency in transport will be essential to meet emission targets. The study modelled the impacts of <a href="https://www.automotiveworld.com/special-reports/vehicle-lightweighting-2/">lightweighting</a> passenger vehicles while keeping buses and commercial vehicles the same. If Australians had driven only small cars in 2019 for personal use, total road transport emissions would have been about 15% lower. The reduction in emissions from simply shifting to smaller cars is <a href="https://www.dcceew.gov.au/climate-change/publications/national-greenhouse-accounts-2019/national-inventory-report-2019">similar to</a> emissions from domestic aviation and domestic shipping combined. Importantly, lightweighting cuts emissions for all kinds of vehicles. <h2>The uncertainties about hydrogen</h2> Fuel cell electric vehicles using hydrogen account for only a few percent of all travel, but most will likely be large trucks. As a result, in our scenarios, they use a little over 10% of total on-road energy and produce 5-20% of total emissions, depending on the energy source used for hydrogen production and distribution. The modified EU scenario includes a significant uptake of hydrogen vehicles by 2050. That’s by no means guaranteed. The uptake in Australia has been negligible to date. That’s due to costs (vehicle and fuel), the need for new hydrogen fuel infrastructure, less mature technology (compared to battery electric vehicles) and limited vehicle availability. <a href="https://theconversation.com/we-must-rapidly-decarbonise-transport-but-hydrogens-not-the-answer-166830">Unresolved aspects</a> of hydrogen in transport include lower energy efficiency, the <a href="https://theconversation.com/for-australia-to-lead-the-way-on-green-hydrogen-first-we-must-find-enough-water-196144">need for clean water</a>, uncertainty about leakage, fuel-cell durability and value for consumers. <h2>How do we get back on track?</h2> Our study suggests Australia is on track to miss the net-zero target for 2050 mainly because of the large proportions of fossil-fuelled vehicles and large and heavy passenger vehicles. These two aspects could become targets for new policies such as public information campaigns, tax incentives for small, light vehicles, bans on selling fossil fuel vehicles and programs to scrap them. Other options to cut emissions include measures to reduce travel demand, optimise freight logistics and shift travel to public transport, to name a few. The study confirms the scale of the challenge of decarbonising road transport. Australia will need “all hands on deck” – government, industry and consumers – to achieve net zero in 2050.<img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/208655/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <a href="https://theconversation.com/profiles/robin-smit-594126">Robin Smit</a>, Adjunct Associate Professor, <a href="https://theconversation.com/institutions/university-of-technology-sydney-936">University of Technology Sydney</a> Image credits: Getty Images This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/too-big-too-heavy-and-too-slow-to-change-road-transport-is-way-off-track-for-net-zero-208655">original article</a>.

Travel Trouble

Five easy ways to use less water at home – and not just in a drought

<a href="https://theconversation.com/profiles/niko-wanders-1234321">Niko Wanders</a>, <a href="https://theconversation.com/institutions/utrecht-university-1354">Utrecht University</a> With so much of the world suffering from drought, you might think your ability to help is minimal. But when you consider the average person in the UK uses around <a href="https://www.water.org.uk/news-item/vast-majority-of-brits-have-no-idea-how-much-water-they-use-each-day/">142 litres of water a day</a>, it’s easy to see how small changes to your routine can add up. More than half of the water that is extracted from rivers, streams and aquifers in the UK feeds the <a href="https://www.gov.uk/government/statistical-data-sets/env15-water-abstraction-tables">public water supply</a>. These abstractions, as they’re called, worsen drought conditions by draining local waterways, depriving vegetation, fish and other aquatic life of the water they need to survive droughts. Filling paddling pools to cool off, taking multiple showers each day to stay clean, watering the garden to revive wilting plants – all these extra activities contribute to a sharp increase in public water use on hot and dry days. And these impacts can endure for months, as freshwater systems need a lot of additional rainfall to recover from droughts. If each person can reduce their water use during a drought, it would significantly benefit the natural world in its recovery. Here are five things you can do, starting today. <h2>1. Shower less</h2> Most of the water you use is <a href="https://www.water.org.uk/news-item/vast-majority-of-brits-have-no-idea-how-much-water-they-use-each-day/">in the shower</a>. For every minute you’re under the shower head (depending on how powerful it is), around 10 litres of water drains away. Since most people shower for <a href="https://www.mirashowers.co.uk/blog/trends/revealed-what-brits-are-really-getting-up-to-in-the-bathroom-1/#:%7E:text=Most%20Brits%20(62%25)%20bathe,latest%20UK%20shower%20habits%20survey.">an average of seven minutes</a>, half of your daily water use takes place first thing in the morning. Turning off the shower while shampooing your hair or applying shower gel can help conserve water, as can shortening the length of your shower overall. Be sure not to switch to a bath though – the average soak in the tub uses <a href="https://www.water.org.uk/news-item/vast-majority-of-brits-have-no-idea-how-much-water-they-use-each-day/">around 80 litres of water</a>. <h2>2. Use rainwater in the garden</h2> <figure class="align-right zoomable"><figcaption></figcaption></figure> During a dry spell, the average gardener can use <a href="https://www.southwestwater.co.uk/siteassets/documents/uwu-0618-web-version.pdf">hundreds of litres</a> of water to keep their plants hydrated. Some people will use a watering can (good), others might leave a sprinkler on all day (bad). Most use drinking water, which is a waste – plants are happy with rain water. Add a water butt that collects the rain which falls on your roof and use it for the garden. To find out how to install one, <a href="https://www.youtube.com/watch?v=2jk0lstsu5o">watch this</a>. <h2>3. Use the short flush</h2> Per flush, your toilet uses about <a href="https://www.water.org.uk/news-item/vast-majority-of-brits-have-no-idea-how-much-water-they-use-each-day/">5 litres of water</a>, and up to 10 litres in older models. If available, use the short flush to significantly reduce how much water is wasted. <h2>4. Cut back on car washing</h2> If you need to wash your car, do it the old-fashioned way with a bucket and soap rather than hosing it down. The water contained in a bucket (<a href="https://www.water.org.uk/news-item/vast-majority-of-brits-have-no-idea-how-much-water-they-use-each-day/">roughly 30 litres</a>) is significantly less than the average that flows through a hose (around <a href="https://www.southwestwater.co.uk/siteassets/documents/uwu-0618-web-version.pdf">15 litres per minute</a>). Better yet, avoid washing your car entirely during a drought. <h2>5. Reuse water</h2> If you’re washing vegetables, you could collect the water in a bowl in the sink and later give it to the plants in your house or outside. While you’re waiting for warm water to come out of a tap, use the cold to fill the kettle. Close the tap while you’re lathering your hands with soap or brushing your teeth. Though these are only small savings, they do make a difference over time. Inflatable pools are lovely for cooling down on the hottest days. A cleaning pump can filter the water and recycle it without you needing to use more water to keep the pool clean. <h2>Save water, save money</h2> All these tips can significantly reduce your water use and combat the effects of drought on the environment. They can also save you money. If you’re able to renovate your home, it’s worth installing a system for collecting rain water which, combined with a pump, can flush toilets. In Belgium, for example, it is common practice to have such a system installed (effectively, a large underground water butt) in newly built houses. Most people would struggle to afford these kinds of measures, and so drought-proofing homes and communities should be part of the effort to adapt countries to the extreme weather expected in a rapidly warming world. Image credit: Shutterstock <hr /> <figure class="align-right "><figcaption></figcaption></figure> Don’t have time to read about climate change as much as you’d like? <a href="https://theconversation.com/uk/newsletters/imagine-57?utm_source=TCUK&utm_medium=linkback&utm_campaign=Imagine&utm_content=DontHaveTimeTop">Get a weekly roundup in your inbox instead.</a> Every Wednesday, The Conversation’s environment editor writes Imagine, a short email that goes a little deeper into just one climate issue. <a href="https://theconversation.com/uk/newsletters/imagine-57?utm_source=TCUK&utm_medium=linkback&utm_campaign=Imagine&utm_content=DontHaveTimeBottom">Join the 10,000+ readers who’ve subscribed so far.</a><img style="border: none !important; box-shadow: none !important; margin: 0 !important; max-height: 1px !important; max-width: 1px !important; min-height: 1px !important; min-width: 1px !important; opacity: 0 !important; outline: none !important; padding: 0 !important;" src="https://counter.theconversation.com/content/187885/count.gif?distributor=republish-lightbox-basic" alt="The Conversation" width="1" height="1" /> <hr /> <a href="https://theconversation.com/profiles/niko-wanders-1234321">Niko Wanders</a>, Assistant Professor in Hydrological Extremes, <a href="https://theconversation.com/institutions/utrecht-university-1354">Utrecht University</a> This article is republished from <a href="https://theconversation.com">The Conversation</a> under a Creative Commons license. Read the <a href="https://theconversation.com/five-easy-ways-to-use-less-water-at-home-and-not-just-in-a-drought-187885">original article</a>.

Home & Garden

Floods, cyclones, thunderstorms: is climate change to blame for New Zealand’s summer of extreme weather?

The final months of New Zealand’s summer carried a massive sting, bringing “unprecedented” rainfalls several times over, from widespread flooding in Auckland at the end of January to ex-tropical Cyclone Gabrielle dumping record rains and causing devastating floods across the east coast of the North Island. After all that, New Zealand experienced spells of thunderstorms, bringing repeat floods to parts of Auckland and then Gisborne. The obvious question is what role climate change plays in these record-breaking rainfalls. Some answers come from the international <a href="https://www.worldweatherattribution.org/">World Weather Attribution</a> team, which today released a <a href="https://spiral.imperial.ac.uk/bitstream/10044/1/102624/10/Scientific%20report%20New%20Zealand%20Floods.pdf">rapid assessment</a> which shows very heavy rain, like that associated with Cyclone Gabrielle, has become about four times more common in the region and extreme downpours now drop 30% more rain. The team analysed weather data from several stations, which show the observed increase in heavy rain. It then used computer models to compare the climate as it is today, after about 1.2℃ of global warming since the late 1800s, with the climate of the past. The small size of the analysed region meant the team could not quantify the extent to which human-caused warming is responsible for the observed increase in heavy rain in this part of New Zealand, but concluded it was the likely cause. <h2>More energy in the atmosphere and ocean</h2> Many factors add to the strength of a storm and the intensity of rainfall, especially for short bursts. A crucial factor is always the amount of energy available. Climate change is increasing that amount of energy in two main ways. First, everything is getting warmer. Rising sea surface temperatures provide <a href="https://sciencebrief.org/uploads/reviews/ScienceBrief_Review_CYCLONES_Mar2021.pdf">extra fuel for the development of tropical cyclones</a> because they grow by heating from below. Warmer seas mean potentially faster development of tropical cyclones, and stronger, more vigorous storms overall. Sea temperatures must be at least 26.5℃ to support the build-up of a tropical cyclone. So, as the oceans warm, these storms can reach farther from the equator. Second, warmer air can hold more water vapour. Every degree of warming increases the maximum amount of water vapour by around 7%. That extra water vapour tends to fall out as extra rain, but it also provides extra energy to a storm. <h2>Driving waves further inland</h2> The energy it takes to evaporate the water from the ocean surface and turn it into vapour is released again when the vapour condenses back into liquid water. A moister airmass heats the atmosphere more when clouds and rain form, making the air more buoyant and able to rise up more. This creates deeper, more vigorous clouds with stronger updrafts, and again more rain. Stronger updrafts in a storm mean more air will have to be drawn into the storm near the Earth’s surface, ensuring more “convergence” of air and moisture (water vapour). That’s why, even though a degree of warming translates to 7% more water vapour in the air, we can get 20% increases, or larger, in extreme rainfalls. All of this extra energy can contribute to making the storm stronger overall, with stronger winds and lower air pressures in its centre. This seems to have happened with Cyclone Gabrielle. Record low pressures were recorded at a few North Island locations as the storm passed. The low pressures act like a vacuum cleaner, sucking the sea surface up above normal sea level. The strong winds can then drive waves much further inland. Add in a bit of sea-level rise, and coastal inundation can get a lot worse a lot quicker. As the climate continues to change, storm intensity is likely to increase on average, as sea levels continue to rise. Those effects together are bound to lead to more dramatic coastal erosion and inundation. <h2>Thunderstorms riding warming seas</h2> These processes work for thunderstorms as well. A thunder cloud often starts as a buoyant mass of air over a warm surface. As the air rises (or convects), it cools and forces water vapour to condense back to liquid water, releasing heat and increasing the buoyancy and speed of the rising air. Again, that allows more moist air to be drawn into the cloud, and that convergence of moist air can increase rainfall amounts well above the 7% per degree of warming, for short bursts of very intense convection. The more intense the convection, the stronger the convergence of moisture and the heavier the resulting rainfall. Tropical cyclones have rings of thunderstorms around their eye during the time when they are truly tropical storms. As they transition out of the tropics into our neighbourhood, they change their structure but retain a lot of the moisture and buoyancy of the air. An ex-tropical cyclone like Gabrielle, moving over very warm water, can pack a devastating punch. Why has New Zealand had so much of this very heavy rain during the weeks from late January? Partly it’s the very warm ocean waters around Aotearoa (up to marine heatwave conditions) and farther north into the Coral Sea. That itself is partly related to the ongoing La Niña event in the tropical Pacific, which tends to pile up warm water (and tropical cyclones) in the west. But it is also related to ongoing global warming. As sea temperatures increase, it becomes easier to reach heatwave conditions. Warmer seas load the atmosphere with water vapour. Partly, too, the air over the North Island has been unusually “unstable” lately, very warm near ground level but cooler than normal higher up. That makes the buoyance in thunderstorms work even better and more strongly, encouraging very heavy rainfall. These conditions seem to have eased now, but severe thunderstorms continue to develop. As we move from summer into autumn, as the warmest seas move eastwards away from us and as La Niña fades in the tropics, the chances of a repeat event are diminishing. For now at least. But if we continue to warm the climate with more greenhouse gas emissions, we will continue to load the dice towards more very heavy rain over Aotearoa. Let us hope those regions and communities so badly affected by recent events have a chance to dry out, rebuild and recover before the next extreme weather. This article originally appeared on <a href="https://theconversation.com/floods-cyclones-thunderstorms-is-climate-change-to-blame-for-new-zealands-summer-of-extreme-weather-201161" target="_blank" rel="noopener">The Conversation</a>. Images: Getty

Travel Trouble

Southampton to Shanghai by train – one climate change researcher’s quest to avoid flying

Academics travel a lot. Whether for fieldwork or conferences, we’re often <a href="https://theconversation.com/university-sector-must-tackle-air-travel-emissions-118929">encouraged</a> to do it. Often internationally, invariably by aeroplane. But while globetrotting might make us feel important, a recent <a href="https://www.sciencedirect.com/science/article/pii/S0959652619311862">study</a> suggests there’s no connection between academic air-miles and career advancement. With the obvious realities of the climate crisis, and with air travel being the <a href="https://theconversation.com/its-time-to-wake-up-to-the-devastating-impact-flying-has-on-the-environment-70953">single quickest</a> way an average person can contribute to climate change, some academics are trying to stay on the ground whenever possible. Within a broader <a href="https://www.flightfree.co.uk/">campaign</a> to encourage people to go “flight-free”, there’s a community of <a href="https://academicflyingblog.wordpress.com/">academics</a> challenging the reliance on flying that’s typically sat uneasily at the heart of their careers. I’m a member of that community. I pledged not to fly in 2019 and 2020, and then won a fellowship to study Chinese attitudes to sustainability which required me to go to China for fieldwork. Suddenly, the consequences of my pledge became very real. <figure class="align-center "><img src="https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=388&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=388&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=388&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=488&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=488&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285327/original/file-20190723-110154-1grcjbv.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=488&fit=crop&dpr=3 2262w" alt="" /><figcaption>Not only do planes release a lot of CO₂ during flight, the white ‘contrails’ they leave behind warm the atmosphere further. <a class="source" href="https://www.shutterstock.com/image-photo/passenger-airplanes-on-air-busy-traffic-1089042554?src=lgi_phsJCpzeLwXItWfMbw-1-17&studio=1">FotoHelin/Shutterstock</a></figcaption></figure> Life on the rails When I told my managers that I intended to get to China by train, I was met with a mixture of responses. Some thought I was mad, some admired my principles, some thought I was an awkward bugger. Maybe they were all right. In any case, what I was doing had certainly created more work for myself. I began trying to convince senior staff to release funds from my research budget to arrange visas, and thinking through the nitty-gritty of a trip across Europe, Russia and a big chunk of China itself. The cost of the trains was over £2,000, dwarfing the £700 I could pay for a London to Beijing return flight. Time-wise, the train trip took just under two weeks each way. But in terms of carbon emissions my trip was a steal, contributing <a href="https://www.gov.uk/government/publications/greenhouse-gas-reporting-conversion-factors-2019">just 10%</a> of the emissions of the equivalent flights. The cost, complexity and discomfort of such a long solo trip did occasionally make me wonder if it wouldn’t just be easier to fly (answer: it would). But I was determined to honour my pledge and show other academics – by my own extreme example – that it is possible to do international work without flights. <figure class="align-center "><img src="https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=450&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=450&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=450&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=566&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=566&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285316/original/file-20190723-110175-szuvp8.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=566&fit=crop&dpr=3 2262w" alt="" /><figcaption>The author meets a train guard in Siberia. Roger Tyers, Author provided</figcaption></figure> Considering it involved 21 train connections, my journey went surprisingly smoothly. I took a series of “short” trips from Southampton, changing in London, Brussels, Cologne, Berlin and then onto my first sleeper train from Warsaw to Kiev (avoiding Belarus which would have required another visa). My first experience on the Kiev-bound, Soviet-style sleeper train was something of a shock. Unsure of the etiquette when sharing a tiny cabin with two or three others with limited English, I soon learned that body language, Google translate and sharing food breaks the ice. Luckily, my no-flying trip was a recurring source of conversation, fascination and bafflement for many of my fellow travellers. After one night in Kiev, I took another overnight train to Moscow. Russia was something of a test – on my return journey I travelled 2,600 miles between Irkutsk and Moscow, spending 90 hours on a single train. Had this not been a work trip, I would have gladly stopped more often. Making friends with fellow passengers – mainly Russians on work trips or family visits, or European and Chinese tourists doing the bucket list Trans-Siberian route – certainly helped pass the time. The Siberian scenery – millions of trees on a seemingly endless loop – became somewhat repetitive, but the monotony afforded me time to read, write, plan and contemplate. The most spectacular journey was the Trans-Mongolian section, passing the edge of Lake Baikal, the world’s largest lake rimmed with snow-capped mountains, over the green steppes of northern Mongolia, across the Gobi desert, and finally through the mountainous valleys encircling Beijing. It’s hard not to be awed and inspired that these train lines exist in such remote parts of our planet. <figure class="align-center zoomable"><a href="https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C1003%2C1003&q=45&auto=format&w=1000&fit=clip"><img src="https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&rect=0%2C0%2C1003%2C1003&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=600&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=600&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=600&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=754&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=754&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285302/original/file-20190723-110154-qqgn2n.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=754&fit=crop&dpr=3 2262w" alt="" /></a><figcaption>The track stretches for miles across the Mongolian plains. Roger Tyers, Author provided</figcaption></figure> Calling at Beijing China now has more high-speed railways than the rest of the world combined, and they do it in style. Beijing to Shanghai, a trip covering 1,300km, takes less than four and a half hours, with a solid internet connection throughout and the most legroom I enjoyed on any of my trips. The downer is that China’s electrified trains will, <a href="https://theconversation.com/china-wrestles-with-insecure-gas-supplies-but-stays-strong-on-longer-term-plan-for-renewables-117445">like most of their electricity</a>, be powered by coal. But on the upside, these trains are likely to take passengers off domestic flights – a lesson for Europe and the US. I enjoyed using them to visit my other field sites in Hangzhou and Ningbo before finally retracing my steps back, over 6,000 miles to the UK, clutching a load of new data, a heap of memories, and a sore back. The focus group data I collected in China, with members of their urban middle classes, has enforced my view that both ‘bottom-up’ social and cultural pressure, as well as “top-down” infrastructure and fiscal policy will be required in any country facing up the complex challenges of climate change. <figure class="align-center "><img src="https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&fit=clip" sizes="(min-width: 1466px) 754px, (max-width: 599px) 100vw, (min-width: 600px) 600px, 237px" srcset="https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=600&h=600&fit=crop&dpr=1 600w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=600&h=600&fit=crop&dpr=2 1200w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=600&h=600&fit=crop&dpr=3 1800w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=45&auto=format&w=754&h=754&fit=crop&dpr=1 754w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=30&auto=format&w=754&h=754&fit=crop&dpr=2 1508w, https://images.theconversation.com/files/285360/original/file-20190723-110162-1jhj505.jpg?ixlib=rb-1.1.0&q=15&auto=format&w=754&h=754&fit=crop&dpr=3 2262w" alt="" /><figcaption>The author at the end of his outward journey in Tiananmen Square. Roger Tyers, Author provided</figcaption></figure> I admit that my story is somewhat privileged – not everyone can take the train to China for work, and I doubt I’ll make a habit of it. Much depends on geography too. The UK is relatively well connected by surface transport options like rail, but many still fly - the UK has the <a href="https://www.iata.org/pressroom/pr/Pages/2018-10-24-02.aspx">third largest</a> air passenger market, behind only the US and China. The bigger policy goal is to make train tickets less expensive relative to flights. In the meantime, academics can play a leadership role, both individually and <a href="https://theconversation.com/researchers-set-an-example-fly-less-111046">institutionally</a>. Universities could consider publishing records of staff flights, building low-carbon travel modes into grant proposals by default, and making videoconferencing facilities fantastic. Recent <a href="https://www.sciencedirect.com/science/article/pii/S0959652619311862">research</a> has shown, unsurprisingly, that climate researchers are taken more seriously if they practise what they preach. If we can lead by example in reducing our own flying carbon footprints while still conducting great research, then others – students, policymakers and other professionals – are far more likely to take notice. Writen by Roger Tyers. Republished with permission from <a href="https://theconversation.com/southampton-to-shanghai-by-train-one-climate-change-researchers-quest-to-avoid-flying-120015" target="_blank" rel="noopener">The Conversation</a>. Image: Getty Images

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