Flying High in Academia—Willingness of University Staff to Perform Low-Carbon Behavior Change in Business Travel

This study aims to explore the factors that influence business travel decisions of university staff, in particular the extent and ways in which they are willing to reduce emission-intensive air travel, and the personal and structural barriers to such behavior change. Three strategies to reduce air travel were investigated: abstaining from particular events, substituting travel through virtual participation and mode shifting to ground-based public transport. We tested the effects of (1) specific decision factors for engaging in long-distance travel, choosing specific modes of travel and choosing virtual solutions; (2) former travel activities; (3) postponed trips due to COVID-19; and (4) sociodemographic factors, on the willingness of individuals to reduce air travel in a sample of university employees. We calculated regression models for the three strategies and added a qualitative analysis of open-ended comments. Former travel behavior as well as pro-environmental considerations play significant roles, influencing the willingness of employees to change their business travel behavior. Furthermore, we found that willingness to reduce air travel depends on the scope of behavior change. Although travel behavior is unevenly distributed across different subgroups, sociodemographic factors only play a minor role in the regression models. The present study adds to the limited body of quantitative research on the reduction potential of academic air travel, presenting an examination of university staff's willingness to change their long-distance travel behavior. Implications for university polices are discussed.

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SEBARAN FASILITAS PELAYANAN PUBLIK DAN PILIHAN MASYARAKAT DI KECAMATAN PONTIANAK UTARA, KOTA PONTIANAK

LANGKAU BETANG JURNAL ARSITEKTUR ◽

10.26418/lantang.v4i2.23249 ◽

2017 ◽

Vol 4 (2) ◽

pp. 95 ◽

Cited By ~ 1

Author(s):

Yudi Purnomo ◽

Agustiah Wulandari

Keyword(s):

Public Service ◽

Travel Behavior ◽

Statistical Approach ◽

Long Distance ◽

Recreational Facilities ◽

Service Facility ◽

Main Factors ◽

Distance Travel ◽

The City ◽

Long Distance Travel

Fasilitas pelayanan publik merupakan salah satu fungsi bangunan gedung yang menjadi tujuan masyarakat dalam berbagai urusan administrasi maupun pemerintahan di sebuah kota maupun daerah. Proses administrasi, dengan jenis dan hierarki yang beragam, yang dilakukan sering kali menuntut masyarakat untuk melakukan perjalanan dari tempat tinggal menuju fasilitas pelayanan publik dan sebaliknya. Jenis layanan publik dan jarak jangkau perjalanan dapat menjadi salah satu faktor yang menentukan sebaran dan alokasi fasilitas pelayanan publik dalam sebuah bagian wilayah kota.Artikel ini ditulis dengan tujuan untuk menjelaskan pilihan (preferensi) masyarakat terhadap sebaran lokasi fasilitas pelayanan publik di Kota Pontianak, khususnya Kecamatan Pontianak Utara. Penelitian ini dilakukan dengan menjadikan jenis dan hierarki fasilitas pelayanan publik di Kota Pontianak, radius layanan, perilaku perjalanan, kepemilikan moda, dan lain-lain sebagai variabel penelitian. Selanjutnya artikel ini akan menggunakan pendekatan statistik deskriptif untuk memberikan gambaran pilihan masyarakat terhadap sebaran fasilitas pelayanan publik.Terdapat dua faktor utama yang mempengaruhi pilihan masyarakat di Kecamatan Pontianak Utara terhadap sebaran fasilitas pelayanan publik, yaitu jarak tempuh dan kualitas layanan. Salah satu karakter perjalanan masyarakat di wilayah ini adalah perjalanan dengan jarak tempuh dalam rentang yang jauh tidak menjadi kendala untuk dilalui jika fasilitas yang akan dikunjungi adalah fasilitas rekreasi, perniagaan, dan peribadatan.Kata-kata Kunci: fasilitas pelayanan publik, jarak tempuh, statistik deskriptif, Kota Pontianak DISTRIBUTION OF PUBLIC SERVICE FACILITIES AND COMMUNITY OPTIONS IN NORTH PONTIANAK DISTRICT, PONTIANAK Public service facility is one of the places that the community goals in various purposes and administrative affairs in a city or region. The service processes, with diverse types and hierarchies, often require people to travel from residence to public service facilities and vice versa. The type of public service and travel distance can be one of the factors that determine the distribution and allocation of public service facilities in a part of the city area.This article aims to explain the society's choice to the distribution of public service facilities in Pontianak City, especially Pontianak Utara Subdistrict. This research is done by making the type and hierarchy of public service facility in Pontianak City, service radius, travel behavior, and so on as research variables. Furthermore, this article will use a descriptive statistical approach to provide an overview of society's choice of public service facilities.There are two main factors influencing the choice of people in Pontianak Utara Subdistrict to the distribution of public service facilities, ie mileage and service quality. One character of the community's journeys in the region is long distance travel is not an obstacle to go through if the facilities to be visited are recreational facilities, trade facilities, and worship facilities.Keywords: public service facilities, mileage, descriptive statistics, Pontianak CityREFERENCESBPS Kota Pontianak. (2017). Kecamatan Pontianak Utara dalam Angka 2017. Pontianak: BPS Kota Pontianak.BPS Kota Pontianak. (2017). Kota Pontianak dalam Angka 2017. Pontianak: BPS Kota Pontianak.Nurmandi, A. (1999). Manajemen Perkotaan: Aktor, Organisasi, dan Pengelolaan Daerah Perkotaan di Indonesia . Yogyakarta: Lingkaran Bangsa.Pemerintah Republik Indonesia. (2009). Undang Undang Republik Indonesia Nomor 25 Tahun 2009 tentang Pelayanan Publik.Purnomo, Y., & Wulandari, A. (2017). Pengaruh Sebaran Lokasi dan Perencanaan Bangunan Gedung Kantor Pelayanan Publik Terhadap Pola Penggunaan Energi Bangunan dan Masyarakat di Kota Pontianak. Universitas Tanjungpura. Pontianak: Tidak Dipublikasikan.Tamin, O. Z. (2000). Perencanaan dan Pemodelan Transportasi. Bandung: Penerbit ITB.Tarigan, R. (2006). Perencanaan Pembangunan Wilayah. Jakarta: PT. Bumi Aksara.Warpani, S. (1990). Merencanakan Sistem Perangkutan. Bandung: ITB.

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Reducing Greenhouse Gas Emissions from Long-Distance Travel Business: How Far Can We Go?

Transportation Research Record Journal of the Transportation Research Board ◽

10.1177/03611981211036682 ◽

2021 ◽

pp. 036119812110366

Author(s):

Ruohan Li ◽

Kara M. Kockelman ◽

Jooyong Lee

Keyword(s):

Carbon Emissions ◽

Online Survey ◽

Willingness To Participate ◽

Long Distance ◽

Business Travel ◽

In Transit ◽

Distance Travel ◽

Remote Participation ◽

Degree Level ◽

Long Distance Travel

Long-distance (LD) travel accounts for over 30% of person-trip miles, with important energy and emissions impact. LD business travel can often be replaced by remote participation, so targeting such trips for cost, time, and emissions savings may be a wise strategy for protection of the climate, budgets, and human health. To appreciate Americans’ LD travel choices better, a 73-question online survey was conducted in 2019 that captured 2,327 LD (over 100 mi each way) trips made by 929 respondents during the previous 12 months, of which 490 round trips were for business purposes. Predictive models for LD trips per adult per year, overnights, LD travel times, and willingness to participate remotely and/or purchase carbon offsets for those trips were developed using respondents in Austin only. As expected, those educated to degree level tend to travel more often, for both business and nonbusiness purposes; everything else is constant. People who undertake LD travel more frequently are more likely to spend less time in transit/en route. Single people or those from large households educated to degree level are more likely to be willing to pay for the carbon emissions produced by their flights. Out of the 298 LD business trips made by Austinites, remote participation is possible for approximately a quarter, and the respondents involved are willing to participate remotely in 44% of those trips. In other words, Austinites appeared willing to participate remotely in slightly over 10% of their business trips overall, at least before the COVID-19 pandemic. This is definitely not enough to address climate change concerns as a result of carbon emissions from LD travel.

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Territorializing International Travel Emissions: Geography and Magnitude of the Hidden Climate Footprint of Brussels

Urban Planning ◽

10.17645/up.v6i2.3905 ◽

2021 ◽

Vol 6 (2) ◽

pp. 285-298 ◽

Cited By ~ 1

Author(s):

Kobe Boussauw ◽

Jean-Michel Decroly

Keyword(s):

Global Warming ◽

Fossil Fuel ◽

Regional Climate ◽

Strong Dependence ◽

Air Travel ◽

International Travel ◽

International Mobility ◽

Long Distance ◽

Distance Travel ◽

Long Distance Travel

In the present article we investigate the geography and magnitude of the climate footprint of long-distance travel with Brussels, Belgium, as a destination. The internationally networked position of this city goes hand in hand with a strong dependence on international mobility, which largely materializes in impressive volumes of long-distance travel and associated consumption of important amounts of fossil fuel. Despite a surge in concerns about global warming, the climate footprint of most international travel, notably air travel, is not included in the official national and regional climate inventories, or in other words, it is not territorialized. The official climate footprint of the Brussels-Capital Region attained 3.7 Mton CO2eq per year (in 2017). Based on our exploratory calculations, however, the total estimated climate footprint of all Brussels-bound international travel equalled an additional 2.7 Mton CO2eq. In terms of geographical distribution, over 70% of international travellers to Brussels come from Europe, while these represent only 15% of the climate footprint of all international travel to Brussels. We conclude that the practice of not allocating emissions caused by international travel to territorial units has kept the magnitude and complexity of this problem largely under the radar and contributes to the lack of societal support for curbing growth of international aviation.

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Air Travel and Urbanity: The Role of Migration, Social Networks, Airport Accessibility, and ‘Rebound’

Urban Planning ◽

10.17645/up.v6i2.3983 ◽

2021 ◽

Vol 6 (2) ◽

pp. 232-245

Author(s):

Giulio Mattioli ◽

Craig Morton ◽

Joachim Scheiner

Keyword(s):

Social Networks ◽

Climate Policy ◽

Urban Areas ◽

Rebound Effect ◽

Air Travel ◽

Migration Background ◽

Long Distance ◽

Distance Travel ◽

Long Distance Travel

Residents of urban areas, and particularly urban cores, have higher levels of long-distance travel activity and related emissions, mostly on account of greater frequency of air travel. This relationship typically remains after controlling for basic socio-economic correlates of long-distance travel. There is an ongoing debate in the literature about what causes this association, and whether it calls into question urban densification strategies. Understanding this is important from a climate policy perspective. In this article, we investigate the role of three factors: i) access to airports; ii) the concentration of people with migration background and/or geographically dispersed social networks in urban areas; and iii) greater air travel by urban residents without cars (‘rebound effect’). We use representative survey data for the UK including information on respondents’ air travel frequency for private purposes and derive estimates of greenhouse gas emissions. The dataset also includes detailed information on migration generation, residential location of close family and friends, car ownership and use, as well as low-level geographical identifiers. The findings of regression analysis show that Greater London residents stand out in terms of emissions from air travel. Airport accessibility, migration background, and dispersion of social networks each explain part of this association, whereas we find no evidence of a rebound effect. However, proximity to town centres remains associated with higher emissions after accounting for these issues, indicating that this association is due to other factors than those considered here. We conclude by discussing implications for urban and climate policy, as well as future research.

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Agent-Based Simulation of Long-Distance Travel: Strategies to Reduce CO2 Emissions from Passenger Aviation

Urban Planning ◽

10.17645/up.v6i2.4021 ◽

2021 ◽

Vol 6 (2) ◽

pp. 271-284 ◽

Cited By ~ 1

Author(s):

Alona Pukhova ◽

Ana Tsui Moreno ◽

Carlos Llorca ◽

Wei-Chieh Huang ◽

Rolf Moeckel

Keyword(s):

Travel Demand ◽

Ghg Emissions ◽

Air Travel ◽

Demand Model ◽

Long Distance ◽

Agent Based ◽

Distance Travel ◽

Transport Emissions ◽

Long Distance Travel ◽

Travel Demand Model

Every sector needs to minimize GHG emissions to limit climate change. Emissions from transport, however, have remained mostly unchanged over the past thirty years. In particular, air travel for short-haul flights is a significant contributor to transport emissions. This article identifies factors that influence the demand for domestic air travel. An agent-based model was implemented for domestic travel in Germany to test policies that could be implemented to reduce air travel and CO2 emissions. The agent-based long-distance travel demand model is composed of trip generation, destination choice, mode choice and CO2 emission modules. The travel demand model was estimated and calibrated with the German Household Travel Survey, including socio-demographic characteristics and area type. Long-distance trips were differentiated by trip type (daytrip, overnight trip), trip purpose (business, leisure, private) and mode (auto, air, long-distance rail and long-distance bus). Emission factors by mode were used to calculate CO2 emissions. Potential strategies and policies to reduce air travel demand and its CO2 emissions are tested using this model. An increase in airfares reduced the number of air trips and reduced transport emissions. Even stronger effects were found with a policy that restricts air travel to trips that are longer than a certain threshold distance. While such policies might be difficult to implement politically, restricting air travel has the potential to reduce total CO2 emissions from transport by 7.5%.

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Long-Distance Travel and the Urban Environment: Results from a Qualitative Study in Reykjavik

Urban Planning ◽

10.17645/up.v6i2.3989 ◽

2021 ◽

Vol 6 (2) ◽

pp. 257-270 ◽

Cited By ~ 1

Author(s):

Johanna Raudsepp ◽

Áróra Árnadóttir ◽

Michał Czepkiewicz ◽

Jukka Heinonen

Keyword(s):

Urban Environment ◽

Travel Behavior ◽

Urban Form ◽

Small Towns ◽

Urban Life ◽

Structured Interviews ◽

Long Distance ◽

Leisure Travel ◽

Distance Travel ◽

Long Distance Travel

A compact urban form has shown many benefits in efficiency. Yet multiple studies have found that residents of urban, dense, and centrally located areas travel more frequently than those living in suburbs, small towns, or the countryside. As air travel is already causing more emissions than ground transport in many affluent urban locations and is predicted to increase, this pattern could undermine efforts in climate change mitigation. Explanations of these patterns and motivations for long-distance travel connected to the built environment have been examined quantitatively before, but with inconclusive answers. We studied this topic qualitatively in Reykjavik, Iceland, offering an in-depth perspective through semi-structured interviews. Results showed various links between the urban environment and long-distance travel. Some indications of compensatory travel behavior emerged, particularly connected to a lack of quality green areas, hectic urban life, and commuting stress. Compensatory trips were typically domestic. Furthermore, residential preferences seemed connected to leisure travel preferences—living in green neighborhoods was connected to more domestic travel to nature. The results show there are more factors for ‘escape’ trips than urban density and lack of green spaces. Examples of car-free lifestyles hindering domestic leisure travel were also found. Our study shows how a qualitative approach offers nuanced insight into the travel motivations of urbanites. Considering our results and travel motivation literature, the compensation hypothesis appears to be an overly narrow theoretical framing. Our study supports the conclusion that planning policies should aim at reducing car-dependence. Further research is needed for specific policy recommendations.

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Classifying Car Owners in Latent Psychographic Profiles

Transportation Research Record Journal of the Transportation Research Board ◽

10.1177/0361198121994839 ◽

2021 ◽

pp. 036119812199483

Author(s):

Sascha von Behren ◽

Lisa Bönisch ◽

Jan Vallée ◽

Peter Vortisch

Keyword(s):

Travel Behavior ◽

Urban Areas ◽

Latent Class ◽

Car Ownership ◽

Long Distance ◽

Policy Makers ◽

Sustainable Solutions ◽

Target Profile ◽

Distance Travel ◽

Long Distance Travel

Policy makers in urban areas are subjected to increasing pressure to find sustainable solutions to congestion and transportation. A detailed understanding of the motivations of car owners is required to enable the development of policies that are both socially fair and take effective measures. The objective of this study is to provide a more granular differentiation of car owners using psychographic profiles in three basic dimensions (privacy, autonomy, and car excitement). These profiles are also examined in relation to general travel behavior in everyday and long-distance travel. Data was collected in Munich and Berlin (Germany) and a latent class analysis was applied to segment respondents into latent profile classes. On this basis, six different profile classes were identified. In addition to the Car Independents profile class which does not have strong orientations toward the car, several profile classes were also identified with high concerns about “privacy” in relation to social distances in public transit. The information and analysis presented enables a deeper understanding of the motivations of the different target profile classes and discusses the need for tailored, socially fair measures to reduce car ownership and use within these groups.

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