Travel
‘Plague of locusts’: Which European cities are stopping the swarm of cruise passengers?
Destinations struggling with overtourism are putting a stop to ships that bring toxic emissions and millions of passengers.
Every year, more than 20 million passengers take a cruise.
Before the pandemic, that number was even higher sitting at around 30 million.
As passenger numbers look to breach this pre-pandemic number once again, many European ports where these ships drop anchor are re-evaluating their presence. Some are looking to ban them altogether, citing environmental, social and economic concerns.
The 218 cruise ships operating in Europe in 2022 emitted over four times more sulphur oxides than all of the continent’s cars, according to Transport & Environment. The NGO found back in June this year that these toxic air pollutants from ships are now higher than they were before COVID-19.
And, with their benefit to the local economy up for debate, the millions of passengers they bring to Europe’s cities each year are causing problems for the people that live there.
Venice wants to keep cruise ships out of the city
In 2021, Venice barred large cruise ships from anchoring in its historic centre.
Damage to the lagoon saw UNESCO threaten to put the city on its endangered list unless they were permanently banned.
They argue that the big ships cause pollution and erode the foundations of the city – which already suffers from regular flooding. The ban means that large cruise and container vessels can no longer enter Venice’s Giudecca canal.
There were attempts to stop the large ships before with previous legislation overturned. But pressure mounted when in 2019 a cruise liner crashed into a harbour in Venice, injuring five people.
And by the time of the 2021 ban, even cruise companies were on board. After it was announced, the Cruise Lines International Association (CLIA) said it had “been supportive of a new approach for many years” calling it a “major step forward”.
The reality of barring large ships from Venice has turned out to be more complicated than it may have first seemed, however. Without a new hub outside of the city’s lagoon for cruise lines to use, many are still docking there two years after the ban was brought in.
Which European cities are banning cruise ships?
Pollution and overtourism aren’t just a problem in Venice, however.
Barcelona – as it moves to tackle its own issues – closed its North terminal to cruises on 22 October. Around 340 ships a year will now have to dock at the Moll d’Adossat pier instead which is the furthest from the city’s residential areas.
Following the closure of another terminal located in the Maremagnum and the introduction of a one-ship per terminal rule, just seven cruise ships can now dock in Barcelona at one time.
These measures follow an agreement with local authorities to relocate cruise ships outside of Barcelona’s city centre in an attempt to mitigate the impact of overtourism.
By 2026, the South terminal will also close and all cruises will operate from the Adossat wharf.
The Mediterranean is the second-largest market for cruises outside of the Caribbean and rising passenger numbers are putting increasing strain on local populations.
In 2022, 50,000 people in Marseille – France’s biggest cruise port – signed a petition against cruise ships, according to campaign group Stop Croisières.
Passengers have been met with protests in the Balearic city of Palma de Mallorca and new limits which only allow three ships in its port at once have been introduced.
Santorini and Dubrovnik have also tightened restrictions on cruise companies.
Where else are cruises causing problems?
A crackdown is also taking place at popular ports outside of the Mediterranean.
Cruise ships visiting Scotland will be charged a new tax under plans recently announced by the country’s Green Party. It says the levy will tackle the “twin challenges” of emissions and overtourism.
Lorna Slater, Scottish Green co-leader, also said that she hoped the cruise tax would encourage companies to use less polluting vessels, claiming one ship produces the same emissions as 12,000 cars.
“Operators have been allowed to get away with polluting for too long,” Slater added.
In Amsterdam, the city council has just voted to shut down its cruise terminal in a bid to curb pollution and reduce tourist numbers.
Moving the terminal outside of the centre looks like the most likely resolution. But the vote indicates the city’s feelings about these large passenger ships.
Earlier this year, local political leader Ilana Rooderkerk compared cruise passengers who descend on the city to a “plague of locusts”.
Amsterdam introduced a tax on cruise ship passengers in 2019 – a move that saw some companies replace or cancel stops in the city. More than 100 vessels dock in the Dutch capital every year and they have become symbolic of local overtourism issues.
Do cruise ships bring in money where they dock?
One of the biggest arguments supporters make for keeping cruise ships is their contribution to the local economy.
But do guests on these giant vessels actually spend money in the towns they dock at?
Several studies have shown that passengers disembarking from ships don’t contribute as much to the local economy as you might think. With all the food, drink and souvenirs they could ever want available on board, the money stays at sea.
It’s unsurprising when you learn that the world’s biggest cruise ship, the Wonder of the Seas, has a staggering 20 restaurants, a 1,400-seat theatre and shops selling everything from fine watches to high fashion. Depending on which package you pick, food and drink are often included and purchases are tax and duty-free.
An even bigger ship, the 365-metre-long Icon of the Seas, is due to launch next year.
A study from Bergen, Norway – a popular stop for fjord tours – found that up to 40 per cent of people never left the ship. For those who did go ashore, their average spend was less than €23.
More research from the Norwegian city in 2013 discovered that length of stay was probably one of the biggest factors in how much passengers spend.
The average port stay lasts around eight hours but this can vary massively depending on the itinerary of the ship. For some – like Barcelona – it can be as short as a four-hour stop.
And spending remains low even when passengers are given more opportunities to splash their cash.
The cruise industry argues that a passenger’s average contribution to the local economy is much higher than the Bergen estimate at around $100 (€91) a day.
One way to bridge the gap would be to raise the passenger tax levied at ports, which currently tends to be around €4 to €14 per person.
The cruise industry says it is making moves to improve both its environmental and social impact.
Cruise lines were among the first companies in the maritime sector to commit to cutting carbon emissions by 40 per cent by 2030, according to CLIA. Some have even signed up to pledges to reach net zero by 2050.
The electrification of ports so that ships can turn off their engines and limit toxic emissions could also help. It is something Barcelona is factoring into its plan to move cruise ships outside of the city by 2026 by allowing vessels to plug in at Adossat Wharf.
Whether these targets will be enough to appease fed-up locals in port towns, however, is yet to be seen.
Travel
Cheers! British wine industry fortunes look rosé – but can it compete with Europe’s big beasts?
More vineyards and big money investors herald a golden age for the British wine industry as it gears up to take on Europe’s elite.
Increased investment and the benefits of a changing climate are steadily combining to turbo charge the British wine industry – but can it pose a real threat to Europe’s big beasts?
Data from industry association WineGB suggests that the number of hectares of land devoted to wine production in Britain has doubled over the past decade to about 4,000.
The number of wineries has increased by more than 50 per cent to 200, and the number of vineyards has doubled to about 950.
Quality over quantity
But size isn’t everything. Despite impressive growth, the UK wine industry is still dwarfed by its heavyweight European rivals. The UK doesn’t have the heft to go toe-to-toe with Europe’s best yet, but it can challenge them on quality.
When it comes to the taste test British wines punch well-above their weight. Chapel Down group, one of England’s biggest wine producers, has racked-up an impressive tally of international wine competition victories over the years.
Last year the group enjoyed 28 competition successes, including scooping gold medals in the International Wine Challenge and the Decanter World Wines awards, that judge more than 18,000 wines from 57 countries.
Chapel Down chief executive Andrew Carter has his eyes set on creating an international acclaimed wine region in the UK, and he’s getting the investment in to back-up his big ambitions.
Cash injection
London City investors, not known for risking their cash on speculative ventures, are putting their money behind the British wine industry in a bid to take it to the next level.
Nigel Wray, a well-known City investor has a 14 per cent stake in Chapel Down, while Lord Spencer of Alresford, whose investments span real estate, fintech, cybertechnology and oil and gas exploration, has a 26 per cent stake in Chapel Down.
Former UK Conservative party chairman, philanthropist, international businessman and billionaire, Lord Ashcroft, has acquired a 66 per cent controlling stake in Gusbourne, an award-winning producer with vineyards in the South West of England (Kent and Sussex).
Financial backing is helping the British wine industry expand. Gusbourne, which already has 93 hectares of mature vineyards, has acquired 55 hectares of land in Kent, ready for planting in the coming years.
Exports are doing well
Top quality British wine is finding new markets across the world. Exports account for a fifth of Gusbourne’s net revenue, with sales in 35 markets including Scandinavia, Japan and the United States. Cracking the Chinese market would turbo-boost sales further, but geo-political worries are slowing investment decisions.
So while Southern Europe’s traditional wine growing regions struggle with rising temperatures, making some vineyards less viable, Britain is laying the foundation for a concerted crack at the big beasts of wine production.
Travel
Why do long-range strikes matter to Ukraine? | Radio Schuman
Euronews – Copyright Euronews
Copyright Euronews
By Maïa de La Baume & Eleonora Vasques
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The US and EU countries limit the use of weapons they provide to Ukraine for fear of escalating the war.
Ukraine changed tactics last month with its surprise military offensive inside Russia’s Kursk region. The war-torn country reprised calls for restrictions on use of western-supplied long-range weapons to be lifted during an EU foreign affairs meeting in Brussels last week – so it can target installations inside Russia used for attacks against it.
Will the EU lift those restrictions?
Radio Schuman discusses this today with Euronews journalist Sasha Vakulina.
We’ll also look at the Russian President’s trip to Mongolia, despite the country being a member of the International Criminal Court, which issued an arrest warrant against Vladimir Putin last year.
On a lighter note, do you know about the new dating trend in the Iberian peninsula? Young single people are ditching hook-ups at bars up to meet up in supermarkets.
Radio Schuman is hosted and produced by Maïa de la Baume, with journalist and production assistant Eleonora Vasques, audio editing by Zacharia Vigneron and music by Alexandre Jas.
Travel
Hempcrete: The green brick taking on the challenge of climate change
Hempcrete is a bio-based building material helping to power the drive to net-zero, but how can a product developed a millennia ago help tackle today’s environmental challenges? Euronews Culture gets down and dirty with a material that has Europe’s eco-conscious architects high with excitement.
It really doesn’t look like much, but hempcrete is the green building material that’s got eco-savvy homeowners and architects excited by its potential to be a sustainable alternative to environmentally expensive bricks and concrete.
It is made using a carefully calibrated mixture of hemp shiv – the dried inner core of the hemp plant – mixed with lime and water.
But although hempcrete seems like a very modern building material, it has a history stretching back over 1,500 years.
Hemp plaster from the sixth century still lines the walls of the UNESCO-designated Ellora Caves in India, and hemp mortar has been discovered in ancient Merovingian bridge abutments in France – which is fitting, as France was at the forefront of the 1980s drive to modernise hempcrete and introduce it to a new generation.
Back then, wet hempcrete was cast onsite, as concrete is today, but the challenge of getting the mixture right made it a tricky product for laypeople to use. Too much of any of the three ingredients could make the material runny and weak, while not enough could cause crumbling.
Its drying time also posed problems. In fair conditions, cast hempcrete can take between four and six weeks to cure. But a cold damp winter could slow the process to at least six months, restricting its mass use across northern Europe.
Impeccable environmental credentials
Despite the challenges, hempcrete’s undeniable environmental credentials have meant it was a case of when, rather than if, it would muscle its way into the mainstream building trade.
Liam Donohoe, chief operating officer at UK Hempcrete – a Derbyshire-based company designing and supplying materials to building projects using hempcrete – tells Euronews Culture that sustainability plays a part in every area of the product’s development.
“Hemp, unlike conventional crops, doesn’t require a lot of fertilisers or pesticides to protect it as it grows. The type of fibrous hemp usually used in construction is a tall plant that grows quickly and so can be cropped and planted quite close together, naturally suppressing weeds,” he says.
“I’m not saying it takes no energy to produce hempcrete, it does. But when you compare it to man-made insulation and wall infills, it has an unlimited life span and the primary ingredient is a renewable crop that costs a lot less energy and carbon to produce.”
Research and development changed everything
Experiments in France and at Belgium’s University of Leuven in the early 2000s saw researchers begin tackling the barriers preventing hempcrete from realising its full potential as a mainstream building product.
The eureka moment was the development of the hempcrete block or ‘green brick’, which took the specialist skill and guesswork out of using the material.
The lightweight fibrous block opened up a new world of possibilities for the material without diminishing any of its eco-credentials. It is free from volatile organic compounds (VOC) and indefinitely retains its acoustic, moisture absorption and thermal conductivity properties – in sharp contrast to synthetic insulation that decompresses over time to become less effective.
It is now a consistent, lightweight and reliable product that can be easily transported to sites and used by jobbing builders without extensive training.
Hempcrete versus concrete
Despite its versatility, experts are quick to dismiss comparisons between hempcrete and concrete. Concrete is a reinforced, structural building material that can support its own weight, while hempcrete is used around a frame of wood, steel or concrete. Think of it as insulation that doesn’t cost the Earth.
“When hempcrete is made into blocks, it’s strong enough to support itself, so can be used to build multi-storey buildings. There are a number of examples in the Netherlands, South Africa and France, so it’s not that you can’t build high or strong structures with it, but you need to use it around a frame,” Donohoe says.
“Researchers are working on developing a structural application for hempcrete, but that currently means usually tweaking the recipe. The sweet spot is finding something that’s very consistent, that goes onto the building site just like any other building product, without compromising too much on the carbon inputs to the recipe by using ingredients that are less sustainably produced.”
Hempcrete’s time has come
Hempcrete is proving itself to be well-suited to the radically different way many lives are lived in the post-Covid world and the desire to do more to ensure the survival of the planet.
“In the recent past people would commute to their heated offices, do a day’s work and return home to put the heating on for an hour or two in the evening,” Donohoe says.
“We don’t live like that now. Increasingly a lot of us want a nice stable healthy environment at home, because that’s where many live and work.
“Synthetic insulations, such as polyurethane and fibreglass, form a barrier between heat and cold, but they heat-up and cool down very quickly. By contrast, natural materials, such as earth, or hempcrete, are a little slower initially to heat up, but they retain their heat a lot longer – a process called ‘decrement delay’. This process suits today’s world, where people are at home a lot longer, and the heating is on more frequently during the colder months,” he adds.
Europe is setting the pace in hempcrete use
The major players in the hempcrete world hail from Europe. In the Netherlands, France, Belgium, Germany and Italy, hempcrete is routinely used to retrofit old buildings and form the core of new builds.
One of the biggest producers is Belgian companyIsohemp. The Fernelmont-based business has been trading since 2011 and operates in five countries.
It produces more than a million hempcrete blocks a year and claims that the projects it has worked on have saved 18,000 tonnes of C02 from the environment – that’s equivalent to the emissions produced by a patrol car circumnavigating the planet 32,000 times.
Although the UK is a few steps behind the pack, the gap is closing fast. UK Hempcrete knows of 300 to 400 houses in the UK that have been built with hempcrete and sees a bright future for the product.
“The future of hempcrete will be in prefabrication using modular methods of construction. We already have timber-framed houses largely assembled in factories, brought to the site and constructed there. There’s no reason why hempcrete houses can’t be similarly prefabricated,” Donohue says.
“In Britain, companies are building conventional family homes with hempcrete that look just like estate homes anywhere in the country, but with vastly superior eco-performance benefits.
“A focus for us is retrofitting pre-1940s housing stock. We are working with community housing cooperatives around the country who have old houses that are cold and leaky. The biggest opportunity is developing that market alongside the growing newbuild market.”
But perhaps the full potential of hemp and hempcrete has yet to be realised. BMW currently use a weight-saving hemp polymer in the door panels of its i3 electric car, while in southern Italian earthquake zones hempcrete is used as a flexible building material that can cope with Earth movement, rather than rigid, brittle concrete.
The future of hempcrete as a green building material looks assured. But with researchers working on ever more innovative ways to use it, perhaps we’ve only seen a tantalising glimpse of the difference it can make.
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