‘Up in the air’: A conceptual critique of flying addiction

Young, Martin; Higham, James; Reis, Arianne Carvalhedo

doi:10.1016/j.annals.2014.08.003

Cited by 42 publications

(52 citation statements)

References 50 publications

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“…The continuing failure to address the structural issues associated with the global capitalist (re)production of aeromobility (Gössling & Nilsson, 2010;Young et al, 2014) is clearly evident. In the current absence of meaningful industry responses to air transport supply and government measures such as carbon pricing, the burden of responsibility (and anxiety) has been transferred to the (travelling) public (Young et al, 2014).…”

Section: Responding To the Dispersed Climatic Impacts Of Discretionarmentioning

confidence: 99%

“…In the current absence of meaningful industry responses to air transport supply and government measures such as carbon pricing, the burden of responsibility (and anxiety) has been transferred to the (travelling) public (Young et al, 2014). The effectiveness of such an approach has been theoretically and empirically questioned (Barr, Gilg, & Shaw, 2011;Miller, Rathouse, Scarles, Holmes, & Tribe, 2010;Cohen, Higham & Cavaliere, 2011).…”

Section: Responding To the Dispersed Climatic Impacts Of Discretionarmentioning

confidence: 99%

“…The problems of relentless capitalist growth (Harvey, 2011) and consumer society (Young et al, 2014) pervaded the interview programme. Kevin (57) spoke in support of a national carbon tax targeting the corporate sector, in order to make "the large polluters pay and use that to encourage generation and investment in other energy sources… At the individual level I don't think they are doing enough to encourage innovation and individuals to convert to some of the other energy-saving devices".…”

Section: Climate Change and Ordinary (Everyday) Consumer Practicesmentioning

confidence: 99%

“…The effectiveness of such an approach has been theoretically and empirically questioned (Barr, Gilg, & Shaw, 2011;Miller, Rathouse, Scarles, Holmes, & Tribe, 2010;Cohen, Higham & Cavaliere, 2011). Gössling et al (2007), for example, report the low consumer uptake of carbon offsetting programmes (Mair, 2011), which are not only viewed with distrust and apathy , but also considered a cynical transfer of responsibility for the high carbon emissions of the aviation industry to the consumer (Higham, Cohen & Cavaliere, 2014;Young et al, 2014). Given the failure to implement effective government measures, and in the absence of meaningful industry responses, the significant and urgent challenge of moving tourist air travel onto a sustainable pathway (Becken & Hay, 2010) has largely befallen individual consumers , either through voluntary behaviour change, or perhaps indirectly through political processes.…”

Section: Responding To the Dispersed Climatic Impacts Of Discretionarmentioning

confidence: 99%

“…The Garnaut Review (2011) notes that Australia must respond to climate change, and that national interests will be served by committing to strong global efforts to mitigate climate change. The forms that effective climate change mitigation should take -on the part of industry, government and the public -is an open and hotly debated question Young, Higham & Reis, 2014). This article addresses climate change within the context of Australian air travel practices, both domestic and international.…”

Section: Introductionmentioning

confidence: 99%

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Australian climate concern and the ‘attitude–behaviour gap’

Higham

Reis

Cohen

2015

Current Issues in Tourism

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. (2015). Australian climate concern and the 'attitudebehaviour gap'. Current Issues in Tourism, DOI: 10.1080DOI: 10. /13683500.2014.Australian climate concern and the 'attitude-behaviour gap' Abstract: Anthropogenic climate change poses considerable challenges to all societies and economies. One significant contributor to human-induced climate change is tourism transportation, particularly aviation. This paper addresses the relationship between climate change concerns, the energy-intensive nature of tourist consumption, and unrestrained tourist air travel behaviour in the context of Australia. Following Barr, Shaw, Coles and Prillwitz (2010), it seeks to understand public climate concern within the context of routine everyday ('home') lives and occasional tourist ('away') decision-making, with a specific focus on air travel. It draws upon 20 in-depth semistructured interviews conducted in Australia between March and June 2011. The findings highlight the contradictory nature of environmental concerns and consumption decisions in everyday and tourist contexts. This is evident in widespread domestic consumer practices that are motivated, all or in large part, by climate concerns, set against almost complete disregard and neglect of responsibility to modify existing air travel practices. Our results highlight the magnitude of the challenge involved in shifting deeply entrenched air travel behaviours despite the growing urgency of radical emission reductions. It also highlights the need to consider consumer responses to climate change not in isolation, but in relation to industry drivers and strong government policy interventions.

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Section: Responding To the Dispersed Climatic Impacts Of Discretionarmentioning

confidence: 99%

Section: Responding To the Dispersed Climatic Impacts Of Discretionarmentioning

confidence: 99%

Section: Climate Change and Ordinary (Everyday) Consumer Practicesmentioning

confidence: 99%

Section: Responding To the Dispersed Climatic Impacts Of Discretionarmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

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Australian climate concern and the ‘attitude–behaviour gap’

Higham

Reis

Cohen

2015

Current Issues in Tourism

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Practical Aeromobilities: Making Sense of Environmentalist Air-Travel

Volden¹,

Hansen²

2023

Consumption, Sustainability and Everyday Life

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Flying has become an increasingly contested form of consumption, but ‘green’ consumers often continue to fly. This chapter provides novel insights into the stubbornness of air-travel by specifically studying the obstacles that environmentally conscious consumers face when trying to limit or eliminate aeromobility. Through in-depth interviews with Norwegian environmental organisation workers—conceptualised as particularly self-reflexive when it comes to environmentally contested forms of consumption—we analyse how environmentalists negotiate one of the most environmentally destructive aspects of their consumption patterns. To explore how the social embeddedness of flying complicates the reduction of air-travel in these accounts, we draw on a combination of mobilities and social practice approaches. The participants considered flying to be problematic, but also often necessary in specific practices. Various expectations related to convenience, time, and sociality, led to a certain ‘lock-in’ of (aero)mobility. Zooming out to consider broader practice geographies, we argue that aeromobility contributes to the tempo-spatial expansion of many practices, changing their contents, meanings, and the contexts in which they unfold. To achieve sustainable mobility, we suggest that attention must be shifted from the air-travels of individual consumers to the broader practices in which aeromobility is embedded.

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Determinants of CO2 emissions generated by air travel vary across reasons for the trip

Falk

Hagsten

2021

Environ Sci Pollut Res

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This study estimates factors of importance for the carbon dioxide equivalent (CO2e) emissions generated by travellers flying for different reasons based on representative Austrian micro data for the period 2014–2016. The annual average number of flights taken by adults vary between 0.1 (visiting friends) and 0.8 (going on holiday), and the amount of CO2e emissions generated by each return flight is approximately 1100 kg. This leads to a total of 6 million tonnes CO2e emissions per year. Results of the Pseudo Poisson Maximum Likelihood estimations reveal that the amount of CO2e emissions created is related to socio-demographic, locational and seasonal factors, although mainly for the largest group of travellers: the holiday makers. In this group, individuals with university degrees, young persons (16–24 years) and capital city residents generate the largest amounts of emissions, as opposed to persons with children and large households. Residents of the capital region each quarter cause 64 kg more CO2e emissions than inhabitants of rural areas, persons with university degrees create 74 kg larger emissions than those without degrees and young adults instigate 90 kg more emissions than middle-aged persons. CO2e emissions of holiday flights are highest in the first quarter of the year. The importance of education is also pronounced for CO2e emissions related to business travel, as is gender.

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‘Up in the air’: A conceptual critique of flying addiction

Cited by 42 publications

References 50 publications

Australian climate concern and the ‘attitude–behaviour gap’

Australian climate concern and the ‘attitude–behaviour gap’

Practical Aeromobilities: Making Sense of Environmentalist Air-Travel

Determinants of CO2 emissions generated by air travel vary across reasons for the trip

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