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Numerous higher education institutions have created policies that aim to reduce their carbon footprints. Most policies focus on reducing greenhouse gas emissions related to energy production and consumption. One area that has received less attention has been greenhouse gas emissions from university air travel. The purpose of this paper is to understand how US higher education institutions address university air travel emissions.

The present research used qualitative document analysis to examine the climate policies of 44 doctoral institutions. The analysis sought to establish themes across a range of climate policy documents from the sampled institutions. Intercoder consensus, peer review and member checking were used to increase the reliability and validity of the analysis.

Five major themes emerged from the documents: no consideration of air travel, lack of quality data for accurate consideration, recommendations to offset air travel emissions, support for videoconferencing and other suggestions for mitigation. These themes are discussed in detail, as are practical suggestions and implications stemming from this and related research.

The research is based on a sample of US doctoral institutions and their public documents. It is therefore limited in its generalizability.

Institutions need to create a culture in which individual behavior changes toward lower travel are supported. Though problematic, institutions in the USA need to strive to implement suggested offset programs. Given the ubiquity of virtual presence, institutions need to further support videoconferencing.

To the best of the author’s knowledge, this paper is among the first to examine how higher education institutions in the USA address air travel emissions.

Air travel is becoming increasingly recognized as a source of greenhouse gas emissions contributing to climate change. This is particularly relevant for the university sector, which relies heavily on staff air travel for domestic and international mobility.

Using a qualitative content and textual analysis of Australian university sustainability policies, documents and Web pages, this paper discusses the extent to which these organizations take the task of reducing emissions from flying seriously.

Universities fall into one of three groups in this regard. “Air Travel Ignorers” are organizations that either have no sustainability policy or none that recognize air travel as a source of greenhouse gas emissions. The second group – “Recognition without Intervention” – describes universities that do acknowledge the role of air travel in their carbon footprint, but do not propose any means to reduce the amount of flying they do. Third, “Air Travel Substituters” seek to substitute their air travel with a digital form of mobility, usually video conferencing.

The authors then highlight the need to decrease and denormalize university air travel through shifting shared expectations of mobility for events such as conferences and meetings.

By way of a conclusion, the authors discuss the nature of air travel for Australian academia and the relationship between various forms of mobility, connectedness and co-presence.

This is the first comprehensive analysis of Australian university sustainability policies with respect to air travel.

While not all air travel experiences are pleasant, the question of how to cope with and ease people’s fear of flying has long been an interesting topic for research. This study investigates the impact of media on public anxiety and physiological reactions toward air travel. In addition, it aims to examine the dimensionality of the public’s fear of taking an air flight and the media usage characteristics of fearful fliers. A quasiexperiment with a treatment group and a control group is designed to evaluate the study propositions. A total of 260 samples are collected using a structured questionnaire after the participants view three-minute-long, airline-related video clips. Principal component analysis and cluster analysis are used to analyze the data. This study finds that a negative media report could lead to an increase in the public’s anxiety toward air travel. These specific air travel anxieties are grouped with the corresponding symptoms among participants who viewed the accident-related video reports. Implications and further research are discussed.

This study aims to shape the future of academic air travel practices by identifying the challenges between existing air travel-related policies and practicing responsible air travel.

With increasing concern over global warming, many institutions have implemented sustainability programmes to tackle carbon emissions and create sustainable practices. COVID-19 has resulted in many universities seizing the opportunity to maintain reduced levels of academic air travel emissions. However, the outdated travel-related policies have caused much scope for tension arising from the policy gap between pre-COVID university travel policies and academics' intentions to reduce their air travel emissions. This study interviewed academics at the University of Otago (New Zealand) to elicit detailed narratives of their perceptions of the university’s air travel-related policies, generating co-created and mutually informative insights.

The present programme of in-depth interviews with academic staff revealed that while most staff accept the need to reduce air travel emissions, they face challenges concerning career advancement, equity and equality issues. Universities will need to evolve their travel-related policies to address these challenges, enabling academics to adopt new practices that do not unreasonably disadvantage themselves, their disciplines or their institutions.

The findings contribute to the literature by highlighting the institutional policy challenges to responsible academic air travel and the need for the current policy gap to be resolved. The authors propose directions for a responsible academic air travel future that will require both top-down and bottom-up approaches involving academics and institutions.

Today's increasingly interconnected world presents substantial challenges for the security of air travel, which can be attenuated by using registered traveler biometric systems (RTBS). While several systems have been deployed (i.e. Global Entry), it is not clear how a mass adoption of registered traveler biometric systems can be predicted. Using data from air travelers, the aim of this study is to examine the link between air travelers' perceptions of several air travel attributes and their intentions to use RTBS.

This study used an exploratory factor analysis to reduce the dimensionality of 17 perceptions of air travel experience attributes. Further, a discriminant function analysis was used to determine if any of the air travel attribute groups are useful in distinguishing between travelers favorable v. unfavorable toward RTBS.

This study found that travelers' perceptions of several air travel attributes are linked to their intentions to use RTBS. Specifically, the in‐flight service experience, the efficiency of the pre‐flight processing, and the emphasis on customers' time are useful in discriminating between travelers who are favorable v. unfavorable toward registered traveler biometric systems.

This study shows how certain groups of air travel attributes, which are “visible”, can discriminate between air travelers willing and unwilling to use RTBS. Also, by focusing on general air travel attributes, this study provides a broader understanding of how travelers form criteria to evaluate air travel service performance. Finally, this study offers distinctive insight into the voluntary use of biometric technology in airports.

This study has important implications for improving the security of air travel and understanding better a technology that is associated with strong consumer sentiments.

Being among the first studies to examine air travel attribute perceptions and travelers' intentions to approach or reject RTBS, this study makes an important step in the general understanding of biometric system adoption in air travel. By finding the links between air travel attributes and intentions to use RTBS, this study provides a unique approach to understanding the potential use of RTBS in travel, with important implications for an improved management and marketing of RTBS. Also, the study establishes a link between air travel attributes and technologies designed to enhance the air service experience.

Recently, ancillary services' (e.g. bag processing, preferred seating) contribution to the overall air travel revenues has become substantial. Yet, no study to date has addressed how these services are purchased. This study aims to investigate air travelers' adoption of mobile phones to purchase ancillary air travel services.

A comprehensive structural model was developed based on the Technology Acceptance Model and augmented with constructs like trust, privacy, security, innovativeness, and personalization. The model was validated using confirmatory factor analysis and structural equations modeling.

The model explained 84 percent of the variability in intentions to use mobile phones to purchase air travel ancillary services. The strongest predictor of attitudes was perceived usefulness, followed by perceived ease of use and trust.

First, this study's extended theoretical framework was well supported, as it captures relevant system perceptions (e.g. usefulness, ease of use) and personal traits of consumers (e.g. innovativeness), thus extending the classic paradigmatic approach to technology adoption beyond system beliefs. Second, the study explains the relationships among trust, security, and privacy in m-commerce. Third, this study explicates the roles of innovativeness and personalization, which have not been examined in the context of m-commerce in travel.

This study offers managers an understanding of factors leading to adoption of mobile phones for purchasing air travel ancillary services.

This study provides a first theoretical perspective on the purchasing behavior of services that have not been studied so far, but have an increasingly substantial financial significance for the airline industry.

This paper aims to explore the manoeuvring room of higher education institutions to take action to reduce emissions from academic flying. In particular, this study investigates how university staff and central actors in university management evaluate potential measures in this area.

The authors applied a single case study design encompassing an online survey directed at staff (N = 338) and 11 semi-structured interviews with key actors from management at an Austrian university. The authors used descriptive statistics and qualitative content analysis to examine the data.

This study found considerable support among university staff in principle for implementing measures to reduce academic flying, but also serious concerns about the fairness and viability of some restrictive measures, especially disincentives and caps on flying. However, bans on short-haul flights were largely supported. Actors from university management saw their manoeuvring room limited by the potential resistance and non-compliance of staff, as well as by framework conditions external to the university.

Dedicated leadership is needed to facilitate broad commitment within the university and to avoid shifting the responsibility between different governance levels. Restrictive measures to reduce academic air travel will be more readily accepted if perceived as fair and viable.

Although several papers have addressed the behavioural and institutional factors that sustain extensive flying in academia, to the best of the authors’ knowledge, this is one of the first contributions to investigate the potentials and challenges of introducing measures to reduce air travel in higher education institutions.

The Internet has enabled consumers to act as their own travel agents and to verify independently the accuracy of the information provided by airlines through the CRSs and travel agents. As a result, the relationships between consumers and the suppliers of air-travel information have been radically altered, and we document these changes. We identify the relevant market for air-travel information, which includes CRSs, online travel agencies, and the websites and call centers of individual carriers. We determine market concentration and market shares using the Herfindhal-Hirschman Index. Based on our analysis, we argue that there is no longer any need to regulate independent CRSs. However, airlines that own CRSs continue to have an incentive to withdraw their flight and fare information from rival CRSs and, to prevent this from happening, the mandatory participation rule adopted in 1992 should be maintained.

This study investigated an appended belief-attitude-intention (BAI) model, which included two antecedent beliefs of attitude and two marketing factors as additional determinants of air traveller behavioural intentions towards low-cost airlines (LCAs). The hypothesized relationships were compared across different behaviouristic groups based on flying frequency, travel purpose and travel party size.

Survey data from 331 air travellers intercepted at a major international airport in Thailand were analysed using structural equation modelling and bootstrapping multiple-group comparisons to investigate the hypothesized mediation and moderation effects.

Results indicate that behavioural intention towards LCAs is largely influenced by perceived price, followed by attitude towards LCAs and subjective norm and not determined by airport accessibility. Antecedent beliefs of perceived service quality and uncertainty avoidance influence behavioural intention, as mediated by attitude towards LCAs. The role of subjective norm varied among air traveller groups.

Managers can manage price perceptions by focusing on LCA affordability and they should closely scrutinize these air traveller behaviouristic groups to identify opportunities to appeal to the distinctive cognitive responses of traveller segments.

This study tested an appended BAI model across three different air traveller behavioural characteristics, a multi-group analytical approach that can reveal meaningful implications, yet has been underused in LCA research.

This chapter examines the torsions and blind spots that structure the contemporary debate on the politics and policy of aviation. It also generates different scenarios for the future of air travel, which can help to unblock the current impasse about the perceived costs and benefits of aviation and its attendant infrastructural needs.

This chapter characterises and evaluates the competing frames that organise the contested realities of air transport. By mapping out the current fault lines of aviation politics and policy, the chapter is also able to delineate four main scenarios regarding the future of aviation, which we name the ‘post-carbon’, ‘high-modernist’, ‘market regulation’ and ‘demand management’ projections respectively.

The chapter problematises and criticises the existing literature, policy reports and stakeholder briefings that inform the contemporary standoff in UK aviation policy. It uses the definition of sustainable development as a heuristic device to map and identify the fault lines structuring contemporary debates on aviation futures. It then builds upon this analysis to delimit four different scenarios for the future of flying.

The chapter analyses the contested realities of aviation politics. It re-affirms the political nature of such divisions, which in turn structure the rival understandings of aviation. The analysis suggests that the identified fault lines are constantly reiterated by competing appeals to ambiguous and contradictory evidence-bases or policy frames. Ultimately, the chapter claims that any significant reframing of aviation policy and politics rests on the outcome of political negotiations and persuasion. But it also depends on the broader views of citizens and stakeholders about the future challenges facing society, as well as the way in which governments and affected agents put in place and coordinate the multiple arenas in which a dialogue over the future of aviation can be held. Aviation futures cannot be reduced to the narrow confines of the technical merits or claims surrounding the feasibility of policy instruments.