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One proposed strategy to overcome labour shortages in male-dominated jobs is to attract female workers. This has been the case for lorry driving in the UK. These efforts, however, often work to reproduce binary gendered stereotypes, or seek to include women without questioning how working conditions and everyday embodied work itself constructs gender roles and difference and is differentially experienced. In this paper, we highlight differentiated lorry driving bodies at work, centring lorries as an essential part of global logistical systems. Empirically drawing from interviews and mobile ethnographies with freight drivers in England, we tell a series of composite stories which uncover gendered ideals of worker-bodies, and embodied experiences of mobilities. With the gendered, embodied life’s work of lorry driving remaining largely invisible and poorly understood, we illustrate the complex intersections between places, people, materialities and forms of work. Through this paper, we show how (gendered) narratives and bodily difference are both reproduced and disrupted through lorry driving work. We argue that only through recognising – and destabilising - the gendered re/production of mobile work will other logistical futures be made possible.

Background: Scholarship on active transport to school has largely focused on children, (large) urban areas, the umbrella term of “active transport” which considered walking and cycling together and without taking into account walking and/or cycling distance. This research examined adolescents’ patterns of transport to school in diverse settlement types and in relation to home-to-school distance in the Otago region of Aotearoa New Zealand. Methods: Patterns of transport to school by home-to-school distance, and across school locations, are described for a sample of 2,403 adolescents (age: 15.1 ± 1.4 years; 55% females) attending 23 out of 27 schools in large urban areas (n = 1,309; 11 schools), medium urban areas (n = 265; three schools), small urban areas (n = 652; four schools) and rural settings (n = 177; five schools). Empirical data were collected through an online survey, in which adolescents reported ociodemographic characteristics, travel to school, and perceptions of walking and cycling. Home-to-school distance was measured on the shortest route determined using Geographic Information Systems (GIS)-based network analysis. Results: Transport to school patterns differed significantly by home-to-school distance and across settlement types. Profiles of different transport user groups showed significant variability in sociodemographic characteristics, family factors, average distance to school, self-reported physical activity, and perceived health. Conclusions: Initiatives to promote active transport and reduce reliance on car transport to school, whether to improve health and the environment or to reduce greenhouse gas emissions, need to pay closer attention to the settlement types, distance to school, and characteristics of different transport user modes.

The Rich Kids of Instagram (RKOI) portray luxury lifestyles on social media. The potential roles of travel and transport within these online displays of affluence have not yet been examined. This paper’s purpose is to analyse how transport modes and luxury travel are depicted and interrelated through RKOI images. Co-occurrence analyses were conducted using a data set of Instagram posts with RKOI as a hashtag (2012–2018) to visualize the roles of transport modes and luxury travel in RKOI image construction. The findings demonstrate that both energy-intensive transport modes and luxury travel, whether through air/watercraft or luxury cars, play a vital role in signaling RKOI’s self-image on Instagram, with gendered differences. The article contributes an original conceptual model of how RKOI construct their image using transport modes and luxury travel. Implications for the social normalization of carbon-intensive transport choices, coupled with luxury destinations as a backdrop, are discussed.

Much research is dependent on the willingness of participants to give up their time – whether renumerated or not – and engage with the activities we have designed such as interviews, surveys, writing diaries, and taking photos. We talk about social research being dependent on ‘self-selection’, but we say less about what happens when the people with whom we wish to engage do not agree to do so; when we are unable to get the insights we need to answer our research questions or respond to our research aims. In this Viewpoint, we discuss three interconnected methodological themes: locating and accessing participants, participant self-selection and identification in the context of the research, and topical fatigue. We discuss these themes in relation to recent developments in transport and the rise of autonomous vehicles in particular.

Aviation remains a problematic sector of the global economy in times of climate emergency. Grounded in the ideology of reconfiguration, we adopt a system transitions perspective to address high emissions leisure travel. Our focus falls on the marketing communications of airlines as a critical component in the prevailing sociotechnical regime. Thematic analysis of the e-mail marketing communications of selected airlines revealed three prominent tropes: adventure and discovery; privilege; and urgency. These communications bring air travel into the everyday lives of consumers and accelerate the turnover time of tourist consumption. Time is mobilized to create a sense of resource scarcity and urgency to consume, paradoxically in a situation characterized by oversupply. The COVID-19 pandemic has presented a unique opportunity for structural reform of the airline industry. Component substitution to address airline marketing is required as an important step toward overcoming consumer moral disengagement and reconfiguring the airline industry.

The paralysis of global tourism caused by COVID-19 made it possible to conduct a unique and nearly real-time online survey to investigate adaptations and reactions to sudden severe leisure travel r...

Objectives This study examined the impact of the COVID-19 lockdown on the physical activity (PA) of UK adults and potential motivational determinants of such behaviour. Design and methods A survey was conducted with 1,521 UK adults recruited through Prolific.co in early June 2020. Along with demographic information, questions assessed current PA, changes in PA modalities (i.e., overall, around the home, for transport, in the workplace, in the local neighbourhood, at recreation/sport facilities) related to the lockdown, and beliefs about capabilities, opportunities, and motivations according to the COM-B model. A series of logistic regressions were constructed to examine associations between shifts in the PA modalities and the COM-B components. Results The majority of respondents (57%) had either maintained or increased their levels of PA during the COVID-19 lockdown. However, the proportion meeting PA guidelines (31%) was low and engagement in sedentary-related behaviour for both work and leisure increased substantially during the lockdown. The components of the COM-B model were associated with shifts in PA. In particular, physical opportunity (odds ratios ranging from 1.14 to 1.20) and reflective motivation (odds ratios ranging from 1.11 to 1.25) appeared to be the most consistent predictors of behaviour. Conclusions If UK adults believed they had the physical opportunity and were motivated, they were more likely to have maintained or increased their PA during the COVID-19 lockdown. However, the majority of adults are not meeting the UK guidelines on PA and the prevalence of PA is substantially lower than national surveys prior to the pandemic. Statement of contribution What is already known on this subject? The COVID-19 pandemic has significantly disrupted the daily routines of citizens globally. Engagement in physical activity appears to have declined as a result of the requirement to self-isolate and stay in place. The COM-B model of behaviour change is a useful framework for identifying the correlates and determinants of behaviour. What does this study add? Though most UK adults maintained or increased their engagement in physical activity during the COVID-19 pandemic, the majority did not meet recommended guidelines. Reflective processes and physical opportunity were the primary predictors of change in physical activity.

Biennials, regional hubs and virtual attendance can slash emissions, new calculations show. Biennials, regional hubs and virtual attendance can slash emissions, new calculations show.

Crisis could be the descriptor of the era in which we live. Financial, health, climate and refugee crises abound, there is significant interest in reflecting on the implications of these intersecting crises for different geographies, human (and non-human) communities, economic sectors and at different timescales. The articles included in the special issue reflect on different forms of crisis, and allow us to see crisis as a condition that impacts differentially, and which is predicated on an assumption of non-crisis; the time ‘before’, which relates to a hypothesised ‘after’. This assumption of a temporal (and often spatial) distinction between crisis and non-crisis requires further attention, as it has material implications for responses. The practice of researching crisis is discussed, where the all-too-real impacts and trauma of crisis for researchers, communities, and participants are central to our scholarship. Engaging more closely with the diverse range of scholarship on disaster, unnatural hazards and development, sustainable tourism literature can move beyond what to do in the event of a crisis, and how to prepare for a crisis, to thinking more critically about dispersed impacts and implications, underlying contributors to exposure, and intersections between different types of crises, through a lens of feminist crisis management.

Labour markets of oil-exporting regions will be impacted by a global transition to low-carbon energy as oil demand reduces to meet the aims of the Paris Agreement. Together with direct job losses in the oil and gas industry, indirect employment effects on other sectors should also be considered to ensure a just transition. We explore these direct and indirect employment impacts that could result from the low-carbon transition by analysing the effect of oil price fluctuations on the labour market of Alberta, a Canadian province economically reliant on oil sands extraction. We employ a mixed methods approach, contextualizing our quantitative analysis with first-hand experiences of career transitions using interviews with oil sands workers. We estimate a vector autoregression for province-wide insights and explore sector-specific dynamics using time series regressions. We find that the price discount on Canadian oil sands, which is determined by local factors like crude oil quality and pipeline capacity, does not significantly affect employment, while the global oil price does. This finding puts in doubt claims of long-term employment benefits from new pipelines. We find that at a provincial scale, oil price fluctuations lead to employment levels also fluctuating. Our analysis at the sectoral level shows that these job fluctuations extend beyond oil and gas to other sectors, such as construction and some service sectors. These findings suggest that the province’s current economic dependence on oil creates job precarity because employment in various sectors is sensitive to a volatile oil market. Furthermore, due to this sectoral sensitivity to oil price changes, workers in these sectors may be especially at risk in a low-carbon transition and warrant special attention in the development of provincial and national just transition policies. Transitional assistance can support workers directly, while economic diversification in Alberta can reduce reliance on international oil markets and thereby ensure stable opportunities in existing and new sectors. Decreased global oil demand is likely to create employment risks for workers in Alberta and other fossil fuel producing regions of the world.Current economic dependence on oil sands extraction in Alberta leads to job precarity across sectors, including in those seemingly unrelated to extraction. Proactive economic diversification in anticipation of the low-carbon transition could reduce precarity by mitigating the effects of oil price fluctuations on employment levels in the long term.Workers in sectors with higher oil price sensitivity (i.e. oil and gas, construction, professional services, manufacturing, accommodations, and food services sectors) could be prioritized in coordinated just transition policies at the local, provincial, and national scales.The details of career transitions gleaned from our interviews suggest that tripartite social dialogue would contribute meaningfully to just transition policy development. Decreased global oil demand is likely to create employment risks for workers in Alberta and other fossil fuel producing regions of the world. Current economic dependence on oil sands extraction in Alberta leads to job precarity across sectors, including in those seemingly unrelated to extraction. Proactive economic diversification in anticipation of the low-carbon transition could reduce precarity by mitigating the effects of oil price fluctuations on employment levels in the long term. Workers in sectors with higher oil price sensitivity (i.e. oil and gas, construction, professional services, manufacturing, accommodations, and food services sectors) could be prioritized in coordinated just transition policies at the local, provincial, and national scales. The details of career transitions gleaned from our interviews suggest that tripartite social dialogue would contribute meaningfully to just transition policy development.

Academics are part of a small minority that are responsible for disproportionate air travel emissions. Responding to high aviation emissions requires that the complexities of academic air travel practices are understood in specific geographical and institutional contexts. This chapter addresses the work-sociology of academic aeromobility in the context of the global periphery. We report on a programme of interviews conducted prior to COVID-19 with academics at the University of Otago (Aotearoa/New Zealand), where the aeromobility practices of academics are uniquely shaped by extreme geographical distance. Our empirical contribution is presented in the four themes that emerged from our analysis: complex drivers; selective substitution; ‘Don’t weaken me!’ and assorted scalar accountabilities. We then discuss aspects of resistance to change but also avenues of opportunity to reimagine academic air travel practices, which have been accelerated by the COVID-19 pandemic. We specifically address the emergence of a post-COVID ‘new normal’ and conclude with the urgent need for collective action that is coordinated among individual academics, institutions, disciplinary associations and conference organisers. Entrenching the ‘new normal’ will be critical to resolving the unsustainable aeromobilities of academics and institutions that are globally distant.

The concept of ‘double energy vulnerability’ has recently be proposed to describe a circumstance whereby people are at heightened risk of energy poverty and transport poverty simultaneously – a particularly severe form of energy injustice. However, analysis of which people and places are most likely to experience this phenomenon remains limited. This paper begins to address this via a review of academic literature, aiming to pinpoint the overlapping socio-demographic and spatial factors that can increase vulnerability to both energy and transport poverty and thereby identify those most at-risk of experiencing double energy vulnerability. A systematic review of an extensive 5-year sample period is complemented by a narrative review of key papers. Combined, this encompasses a state-of-the-art analysis of 250 papers across 8 different academic databases. We find several overlaps in the socio-demographic groups rendered most vulnerable to energy and transport poverty, including people on low-incomes, older people, households with children or dependents, people with pre-existing health conditions or disabilities, women and people from ethnic minorities. Spatially, however, there are more differences and contextual variation between the two problems, with inner-urban areas generally posing greater risks for energy poverty and suburban areas for transport poverty. Rural areas appear to be the spatial settings that have the greatest overlap in vulnerability. Overall, our results indicate that the highest level of double energy vulnerability is among households that face a combination of multiple socio-demographic disadvantages alongside relative spatial peripheralisation. We signal future research directions and policy implications arising from these findings.

In the ten years of Environmental Innovation and Societal Transitions publishing, sustainability transitions have advanced in some domains, yet much remains to be done. For these transitions to grow, accelerate, and be socially accepted, our research needs to integrate an intentionally spatial whole systems justice approach that combines thinking from justice, geography and existing transition frameworks. Using examples from the energy, transport, fashion and food sectors, we call for sustainability transitions research to reveal, consider and mitigate injustices that can occur across the entire chain of innumerate inherently global systems.

© 2019 Institute of Australian Geographers This article presents a series of commentaries on Transit Life: How Commuting is Transforming Our Cities, published by MIT Press in 2018. Centring on an in—depth case study of Sydney, the book argues the need to attend carefully to the fine—grained detail of the commuting experience. In all sorts of ways, Transit Life presents a way of thinking about urban transportation radically different from that used by mainstream transport planners and geographers. Geographical Research asked six researchers—Tim Edensor, Michele Lobo, Debbie Hopkins, Helen Fitt, Juliana Mansvelt, and Donald McNeill—to reflect on what kind of research vistas might be opened up bring the tools of cultural geography and mobility research to the world of commuting. Here are their responses, rounded out by a reply by David Bissell, Transit Life's author.

The domains of transport and tourism exist and operate together and apart from one another. They have complex, interesting but also largely unsustainable relationships. Despite this, research into ...

The need to transition away from the current car-dominated transport system is well documented in sustainability, health and transportation literatures. Despite growing interest in active and public transport modes, the car still dominates travel preferences for most age groups. There is, however, some evidence of declining preferences for car-based travel for younger generations. In this paper, we use empirical material gathered through a mixed methods study of high school students in Dunedin, New Zealand, to explore the aspirations of adolescents for private car-based transport. We present and interpret findings from a quantitative survey of high school students (n = 1240) and qualitative focus groups (n = 10 focus groups, 54 participants). Contrary to somewhat optimistic reports of reduced aspiration for driving and cars, we find evidence of ongoing preference for car-based transport, and intentions to learn to drive amongst the cohort of young urban millennials. The findings signal the importance of socialisation processes and everyday travel decisions (e.g. mode choice) for long term aspirations to replicate practices of automobility. Such findings have important implications for interventions to increase non-motorised mobilities, and reduce dependence on private vehicles across the transport system.

Theoretically framed by the concepts of networks, co-presence and proximity, we explore the interplay of corporeal and virtual academic mobilities in the context of ‘remote institutions’ to advance the work-sociology of aeromobility at a time of climate crisis. Empirical insights are drawn from 31 in-depth interviews conducted with academic staff at the University of Otago (New Zealand), to explore the complex personal and professional decisions that underpin academic mobility practices, and shed light on why levels of academic aeromobility have not diminished with the growing capacity for virtual substitution. Our findings inform discussion of the concepts of ‘necessary’ travel, and virtual travel as a substitute for non-participation. We conclude with reflections on the scope for social (practice) and institutional (policy) reform, and avenues of future research.

This investigation sought to examine physical activity (PA) as a potential determinant of chronic boredom and associated well-being within the context of COVID-related restrictions. A representative sample of U.K. adults (N = 1,521) completed a survey on June 1, 2020. Bivariate analyses demonstrated that individuals who met guidelines and maintained or increased PA scored higher on life satisfaction, worthwhileness, and happiness and lower on anxiety (i.e., indicators of well-being) and boredom proneness (d = 0.13–0.43). Boredom proneness was correlated with all indicators of well-being (r = .38–.54). A series of regression models revealed that PA predicted lower boredom proneness and better life satisfaction, worthwhileness, and happiness. Boredom proneness accounted for the covariance between PA and well-being. Prospective research is needed to confirm causality of the observed relationships.

Automated vehicles have become a popular topic of conversation. Initially, these conversations were limited to technology developers, innovators and engineers, as they worked to progressed the various technologies and systems that are required to create automated vehicles. Then, over time, these conversations extended to other communities; lawyers, insurers, planners, policymakers, social scientists, and various publics all began hearing, and talking about automated vehicles – also known as ‘driverless’, ‘self-driving’, and ‘autonomous’ vehicles. Levels of automation emerged as a way to depict gradations or categories of autonomy, with tasks divided between those for the machine and those for humans. In this paper, we critically reflect upon the dominance of levels of automation – up to seven sequential ‘steps’ - proposed by a number of industry organisations. Focusing on the Society of Automotive Engineers (SAE) Standard J3016, we signal the intended and unintended performative effects of these levels. We argue that current discourses on automated vehicles have been underpinned by a techno-centric, expert-dominated logic, and point to the benefits of more dispersed, geographically contingent, and socio-technical perspectives in re-framing the dominant discourse and allowing for more nuanced spatial and temporal understandings on future systems of (automated) mobility.

Dr. Mari Martiskainen is a senior research fellow at Sussex Energy Group (SEG), Science Policy Research Unit (SPRU), based at the University of Sussex. Martiskainen is also the theme lead for equity and justice at the Centre for Research into Energy Demand Solutions (CREDS), based at University of Oxford. She is an expert in energy policy and sustainability transitions research, focusing on justice aspects of low-carbon transitions. Martiskainen has published widely in academic journals and regularly advises and works with different stakeholders and partners, including government, business, and not-for-profit organizations. Professor Benjamin Sovacool is a professor of energy policy, at University of Sussex and director of SEG. He is a distinguished expert in energy and climate policy research, with a particular focus on energy justice and energy poverty. Sovacool has managed over $20 million in research grants. He is the founding editor-in-chief of the journal Energy Research & Social Science, and a lead author of the Intergovernmental Panel on Climate Change's forthcoming Sixth Assessment Report. Dr. Max Lacey-Barnacle is a research fellow at the Science Policy Research Unit at the University of Sussex. His EPSRC-funded PhD focused on the energy justice implications of energy decentralization. He has published several articles stemming from his PhD, from a British Academy-funded project with Anglia Ruskin University's Global Sustainability Institute and from a collaboration with RIPPLES, an early career research network focusing on local low-carbon activity. He has also previously worked in policy with the Energy Saving Trust. He is now working on the FAIR project (2020-2022), funded by CREDS. Dr. Debbie Hopkins is an associate professor in geography at University of Oxford. Her research uses innovative methodologies to investigate low-carbon mobility transitions across passenger and freight transport. She is the Editor of the AAG Review of Books and sits on the editorial board of the Journal of Transport Geography and Journal of Sustainable Tourism. Hopkins is an expert in energy demand reduction, low carbon transitions, and sustainable mobilities. Dr. Kirsten Jenkins is a lecturer at University of Edinburgh. Jenkins is a leading early career scholar in energy justice research. She carries expertise in energy policy, energy governance, energy justice, and energy transitions research. Jenkins is an associate fellow of the Durham Energy Institute, managing editor of the journal Energy Research & Social Science, and a member of the COP26 Universities Network Just Transitions Working Group, among other roles. She has published widely in the area of energy social science. Dr. Neil Simcock is a lecturer at Liverpool John Moores University. Simcock specializes in issues of environmental and energy justice, fuel poverty and vulnerability, and urban inequality. He has published widely on these issues via research projects funded by the EU, Joseph Rowntree Foundation, RGS-IBG, and the British Academy. He has served as chair of the RGS-IBG Energy Geographies Research Group and is a review editor for Frontiers in Sustainable Cities. Dr. Giulio Mattioli is a research fellow at the Department of Transport Planning, TU Dortmund University, and visiting research fellow at the School of Earth & Environment, University of Leeds. He has published widely on topics including carbon lock-in in the transport sector, car dependence, and transport poverty via projects funded by British and German research councils. With the research project (t)ERES (2014-2016), he has pioneered efforts to explore transport poverty's connections with domestic energy poverty. He is on the editorial board of the journals Frontiers in Sustainable Cities and Active Travel. Professor Stefan Bouzarovski is a professor of human geography at the University of Manchester, where he directs the People and Energy program within the Manchester Urban Institute. He chairs the ENGAGER network of energy poverty experts, practitioners, and policy advocates, supported by European Co-Operation in Science and Technology. As an internationally leading expert in energy poverty and sustainability policy, he has provided expert advice to the European Parliament, European Commission, United Nations, World Bank, and International Energy Agency. In the 2019 EU Protects campaign, he was named an “ordinary hero” for his efforts to combat poverty and inequality across Europe.

Travelling to school by car diminishes opportunities for physical activity and contributes to traffic congestion and associated noise and air pollution. This meta-analysis examined sociodemographic characteristics and built environment associates of travelling to school by car compared to using active transport among New Zealand (NZ) adolescents. Four NZ studies (2163 adolescents) provided data on participants&rsquo, mode of travel to school, individual and school sociodemographic characteristics, distance to school and home-neighbourhood built-environment features. A one-step meta-analysis using individual participant data was performed in SAS. A final multivariable model was developed using stepwise logistic regression. Overall, 60.6% of participants travelled to school by car. When compared with active transport, travelling to school by car was positively associated with distance to school. Participants residing in neighbourhoods with high intersection density and attending medium deprivation schools were less likely to travel to school by car compared with their counterparts. Distance to school, school level deprivation and low home neighbourhood intersection density are associated with higher likelihood of car travel to school compared with active transport among NZ adolescents. Comprehensive interventions focusing on both social and built environment factors are needed to reduce car travel to school.

Tourism is central to late-modern life, and tourism research that threatens this centrality is prone to media attention. Framed by sociotechnical transitions theory, we introduce the concept of ‘shadowcasting’ to show how tourism knowledge disseminated through the media, combined with public comments on its reporting, cast shadows that co-constitute imagined futures. We illustrate shadowcasting through a mixed method approach that demonstrates how media reporting and public comments on a recent paper on autonomous vehicles in tourism emerged and diverged from the original paper. Our findings reveal that issues around sex and terrorism were sensationalised, generating diverse public discourses that challenge linear visions of future transport efficiency. Our concluding discussion indicates other tourism research contexts that are most inclined to shadowcasting., Highlights • Reveals how tourism research is bound up in future-making through media reporting. • Introduces and develops the concept of ‘shadowcasting’. • Shows this process through a recent paper on autonomous vehicles in tourism. • Finds that issues around sex and terrorism were sensationalised. • Indicates other tourism research contexts inclined to shadowcasting.

People travel by car for a wide variety of reasons. A large proportion of household travel is for non-commuting purposes, including social and recreational journeys. The emergence and (potential) diffusion of highly automated vehicles, also known as autonomous vehicles (AVs), could transform the way (some) people work and travel. Should they become mainstream, AVs could reshape patterns of leisure travel. To date, however, the impacts and implications of AVs beyond commuting trips have received minimal attention from transport scholarship. This paper presents a state-of-the-art review of literatures on AVs. It follows PRISMA guidelines and synthesises 63 papers on AV travel focusing on non-commuting journeys, including travel for purposes of leisure, tourism, shopping and visiting friends and relatives. Given the economic importance of the tourism sector and its inherent focus on non-commuting journeys, this analysis is supplemented with a review of the extent to which national tourism strategies of countries leading AV deployment include reference to AVs. The paper reveals an overwhelming focus on commuting journeys in existing AV studies as less than one-fifth of the reviewed academic sources include non-commuting as part of their wider analysis. The review's further key findings are that the interest of publics in AVs for leisure journeys appears to exceed that for commuting, sharing vehicles will be less likely when AVs are used for leisure and there is an absence of recognition in the literature that certain non-commuting journeys will require a lower SAE level of automation. Surprisingly, analysis of the national tourism strategies of countries most prepared to meet the challenges of AVs shows that just three countries make specific reference to AVs within their national tourism strategies. The paper contributes to setting future AV policy agendas by concluding that two gaps must be narrowed: one, the distance between how academic studies predominantly conceive of AV use (commuting) and articulated public interest in AVs for non-commuting journeys; and two, the lack of readiness in certain national tourism strategies to accommodate AVs. As non-commuting journeys are likely to represent some of the earliest trip purposes for which AVs could be adopted, the paper points to the potential barriers to AV uptake by remaining focused on a limited set of trip purposes.

Automated vehicles (AVs) have the potential to cause profound shifts across a wide range of areas of human life, including economic structures, land use, lifestyles and personal well-being. Most current social science on AVs is\ud narrowly framed. Research on public attitudes has focused on whether people are likely to accept and use AVs. We\ud contend that failing to anticipate a wider range of profound social implications may have serious negative\ud consequences, and that social scientists from a range of disciplinary perspectives can provide invaluable insights.\ud Our conclusions are the product of a workshop in London held in 2018 to discuss the place of social science research\ud in relation to the development of AVs. This paper summarises a core selection of our concerns, interests, theoretical\ud and substantive points of reference and aspirations for a constructive role in this field of research and development.

The national policy context influences micro-level management actions for natural World Heritage facing the challenge of climate change in the developing world. Little is currently known about how climate vulnerable natural World Heritage is managed to build resilience within the socio-ecological system. Management actions based on conservation, biodiversity, community and tourism policies are important determinants of socio-ecological resilience. The aim of this study is to present a critical crossborder comparative analysis of climate change management responses for building resilience in the Bangladesh and Indian Sundarbans World Heritage area. Drawing on semi-structured stakeholder interviews and document analysis, this research finds that along with the modification of conventional biodiversity conservation practices, management agencies address community needs such as adaptation, livelihoods, involvement and empowerment to build resilience by minimising communityinduced forest depletion. The management regimes of the Sunderbans in Bangladesh and India have relative advantages in biodiversity conservation in response to climate change. This research also finds that biodiversity conservation actions are challenged by poor enforcement systems, destructive land use policy, and uncontrolled economic activities including tourism which may threaten the socio-ecological resilience of the World Heritage area.

This study examined intrapersonal factors related to cycling to school among adolescents in two New Zealand cities based on the Theory of Planned Behaviour and the Prototype Willingness Model. Data were collected from 803 adolescents (Christchurch: n = 373, Dunedin: n = 430; age 13–18 years; living ≤4 km from school; non-boarders). Despite similar attitudes towards cycling to school, Dunedin adolescents had lower prevalence of cycling to school (2% versus 19% in Christchurch) and also scored lower for all measures of injunctive norm, descriptive norm, self-perceived cycling capability and autonomy, and behavioural intention with respect to cycling to school compared to their Christchurch counterparts. The dominant influence on the intention to cycle to school was subjective norm in Christchurch and attitude in Dunedin. Future initiatives for encouraging adolescents to cycle to school should consider the contributions of intrapersonal factors, the social needs of adolescents, and the need to increase adolescents’ cycle skills.

The sustainability transitions research network research agenda reflects the impressive growth and diversity of sustainability transitions scholarship, premised on an ethos of interdisciplinarity and openness to other research traditions and informed by increasingly diverse empirical case studies. Nonetheless, an inclination to integrate concepts, ideas and logics from elsewhere into foundational core sustainability transitions research (STR) frameworks (e.g. Multi-Level Perspective, Technological Innovation Systems) can be observed. This potentially constrains the development of new concepts, ideas and logics within transition research. We therefore stress the importance of theoretical pluralism and in particular of starting the analysis of transition processes from within alternative frameworks and working through transition processes with those frameworks on their own terms. The risks and opportunities of more radical theoretical pluralism in STR are considered, and preliminary examples are presented from Foucauldian and post/decolonial traditions.

Background Parental perceptions towards different modes of transport correlate with adolescents’ mode choice for school trips. Whether parental attitudes differ for walking versus cycling and/or home-to-school distance is unknown. We compared parental perceptions of walking versus cycling to school in adolescents in Dunedin, New Zealand and examined whether mode-specific barriers differ by distance to school. Methods Parents (n = 341; age: 47.5 ± 5.2 years; 77.1% females) completed a survey about their adolescent’s (age: 13–18 years; 48.1% boys) school travel and their own perceptions of walking/cycling to school. Participants were categorised into three groups according to distance to school as ‘walkable’ (≤2.25 km), ‘cyclable’ (>2.25–≤4.0 km) and ‘beyond cyclable’ (>4.0 km). Results Common modes of transport to school differed significantly across the ‘walkable’/’cyclable’/’beyond cyclable’ categories (car passenger: 25.7%/40.5%/60.6%; public/school bus: 5.5%/15.4%/28.4%; walking: 66.2%/28.2%/1.2%; cycling: 0.0%/7.7%/0.5%; all p < 0.001). Compared to walking, parents perceived cycling to school to be less important (walking/cycling: 87.5%/62.5%), with less social support from parents (46.2%/17.1%), peers (20.6%/4.8%) and school (24.5%/12.4%), less interest from adolescents (48.5%/31.9%), fewer cycle paths (26.5%) versus footpaths (65.0%) and more safety concerns (35.0%/64.6%; all p < 0.001). As distance to school increased, parents’ social support decreased whereas personal, environmental and safety-related barriers increased for both modes, with less consistent findings for cycling. Overall, 68.2% of parents expected to participate in adolescents’ walking/cycling to school decision-making. Conclusions Parents favoured walking compared to cycling to school with parental attitudes for both modes changing with increasing distance to school. The findings illustrate the importance of addressing parental concerns, considering the specificity of walking and cycling and taking into account distance to school in active transport to school initiatives.

IntroductionNatural experiments are considered a priority for examining causal associations between the built environment (BE) and physical activity (PA) because the randomised controlled trial design is rarely feasible. Few natural experiments have examined the effects of walking and cycling infrastructure on PA and active transport in adults, and none have examined the effects of such changes on PA and active transport to school among adolescents. We conducted the Built Environment and Active Transport to School (BEATS) Study in Dunedin city, New Zealand, in 2014–2017. Since 2014, on-road and off-road cycling infrastructure construction has occurred in some Dunedin neighbourhoods, including the neighbourhoods of 6 out of 12 secondary schools. Pedestrian-related infrastructure changes began in 2018. As an extension of the BEATS Study, the BEATS Natural Experiment (BEATS-NE) (2019–2022) will examine the effects of BE changes on adolescents’ active transport to school in Dunedin, New Zealand.Methods and analysisThe BEATS-NE Study will employ contemporary ecological models for active transport that account for individual, social, environmental and policy factors. The published BEATS Study methodology (surveys, accelerometers, mapping, Geographic Information Science analysis and focus groups) and novel methods (environmental scan of school neighbourhoods and participatory mapping) will be used. A core component continues to be the community-based participatory approach with the sustained involvement of key stakeholders to generate locally relevant data, and facilitate knowledge translation into evidence-based policy and planning.Ethics and disseminationThe BEATS-NE Study has been approved by the University of Otago Ethics Committee (reference: 17/188). The results will be disseminated through scientific publications and symposia, and reports and presentations to stakeholders.Trial registration numberACTRN12619001335189.

Despite increasing geographic mobility among academic staff, gendered patterns of involvement in academic mobility have largely escaped scrutiny. Positioned within literatures on internationalization, physical proximity, gender and parenthood in academic mobility and understandings of gender as a process enacted through both discursive and embodied practices, we use discourse analysis based on interviews with academics in New Zealand to examine differences in language that create differing realities with regards to gender and obligations of care in academic mobility decisions. The findings reveal how academic mobility is discursively formulated as ‘essential’ to successful academic careers, with the need for frequent travel justified despite advances in virtual communication technologies. Heteronormative discourses are shown to disrupt and fragment the opportunities female academics have to engage in academic mobility. However, we also uncover ways in which these discourses are resisted, wherein fathers articulate emotional strain associated with academic mobility. The article shows how discourse works to constitute the essentialization of academic mobility, and the uneven gendered practices associated with it, whilst also giving voice to gender inequities in academic mobility from the southern hemisphere.

Air travel is often justified as ‘necessary’ or ‘unavoidable’, in the sense that trips have purpose and value. Yet it is evident that people travel for reasons that may include forced and voluntary movement, with motives ranging from visiting friends and family, to leisure, or business. In light of the challenge to decarbonise transport, and the need to reduce greenhouse gas emissions, this paper discusses the perceived necessity of flight from individual and societal perspectives, while considering moral and economic viewpoints. It suggests that travel motives have different degrees of ‘urgency’, and that the ‘necessity of flight’ cannot be generalised. To empirically test this hypothesis in an exploratory survey, we used mixed methods to examine the perspectives of 29 international students at Lund University, Sweden on the perceived importance of their flights (n = 587) over a six-year period (2012–2017). Results show that the value associated with individual flights depends on flight motive, experience, life stage, or situational factors. Notably, almost half of the leisure flights made lack importance. Implications are discussed in the context of climate policy and the future development of the aviation system.

Notions of what a successful academic should be doing – researching, publishing, teaching, serving the academic community – are often dependent upon particular practices of corporeal mobilities. These practices discursively and materially connect historically situated academic mobilities with the “modern,” globalised university system. At the same time, there is increasing attention being paid to the “hypocrisy of hypermobile academics” – often reliant on high‐carbon aeromobilities – in light of the unprecedented and urgent need to decarbonise transport to limit warming to 1.5°C. Using qualitative material gathered from one academic institution in Aotearoa New Zealand, we pay attention to the politics of academic mobilities at multiple scales, from the academic body, to social/family networks, and institutional rhythms. We contribute to the growing body of work that reflects on academic practice, and argue that detailed understandings of these processes are required to overcome the so‐called “climate hypocrisy” of high‐carbon academic work‐related travel.

Background: Cycling to school is less common than walking in many developed countries. This cross-sectional study compared correlates and perceptions of walking versus cycling to school in Dunedin adolescents living ≤4 km from school. Methods: Adolescents (n=764; 44.6% males; 15.2±1.4 years) from 12 secondary schools completed an online survey about perceptions of walking and cycling to school. Distance to school was calculated using Geographic Information Systems network analysis. Results: Overall, 50.8% of adolescents walked and 2.1% cycled to school, 44.1% liked cycling for recreation and 58.8% were capable/able/confident to cycle to school. Adolescents expressed more positive experiential (walking: 45.9%; cycling: 34.9%) and instrumental beliefs (walking: 74.2%; cycling: 59.2%) towards walking versus cycling to school (p Conclusions: Compared to walking, cycling to school among Dunedin adolescents was less common, perceived as less safe and had less social and infrastructure support. Future interventions should focus on creating supportive physical and social environments, and improving road safety for cyclists in New Zealand.