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Sustainable mobility has become a catch-all term to describe forms, modes, policies and practices of mobility that are thought to have a lower environmental footprint and/or fewer social exclusions than the contemporary mobility system which is reliant on fossil fuels and private ownership. As a result, its main application has been in urban mobility contexts, often focused on everyday commuting journeys. In this paper we re-visit sustainable mobilities through the lens of tourism sustainabilities, a concept that opens space for multiple, contingent operations of sustainability for tourism mobilities. We draw empirically from qualitative interviews with 26 residents from Oslo (Norway) undertaken in 2020 to answer two questions: (1) How are tourism sustainabilities imagined and enacted by residents of the Oslo region, Norway, and (2) What (re)imaginings of tourism sustainabilities are made possible? Attentive to the sociomaterial nature of tourism sustainabilities and drawing from critical sustainabilities scholarship, we present three enactments of tourism mobilities: Forming sustainabilities; Fragmenting sustainabilities; Fracturing sustainabilities, and three (re)imaginings: Stripped Back; Having a Go; Stuck in the Mud. The social geographies of tourism mobilities are made visible, and these open space for an expansive reading of sustainable mobilities which may enable deeper understandings of the possibilities for alternative forms of mobility in a climate constrained world. [ABSTRACT FROM AUTHOR]

This paper reviews tourism-relevant advances in climate science and tourism policy in the Australasia region over the past 20 years, focusing particularly on the seven years (2015–2021) since the IPCC Fifth Assessment Report. Within the Australasia region, Australia and New Zealand have a complicated relationship with climate change, as both countries are dependent upon stable climates for tourism while contributing to high tourism greenhouse gas emissions. Both are economically reliant on their respective tourism industries, which market environmental products to predominantly long-haul tourism markets. In this paper we critically address the climate change context in Australasia, reviewing the tourism systems, climate risks and carbon risks in the region. We critique the (dis)connection of climate change and tourism policy at the national scale in the region, and find that the extent of climate responses in relation to tourism are generally limited to descriptive (Generation 1) and normative (Generation 2) approaches. We conclude that serious deficiencies remain in the climate science – tourism policy translation required to transform the tourism systems of Australia and New Zealand in response to climate change. [ABSTRACT FROM AUTHOR]

AbstractWhile states have accelerated the energy transition in some sectors, they have also obstructed fossil phase-out in other sectors. Aviation has an outsized and rapidly growing climate impact, and associated policy decisions have perpetuated fossil fuel use. Since aviation is dependent on high energy density that only fossil fuels can (currently) provide, the industry faces fundamental constraints to green its capital. Yet, the industry does not operate in isolation. In this paper, we show how the state performs a variety of roles that benefit from and support aviation, creating conflicts with the state’s climate targets. We analyze state–industry relations as they relate to the emergence of air transport and its ongoing carbon-dependent formulations. Combining a relational account of the state and the method of critical problem-solving, we characterize the roles of the state vis-à-vis the industry as owner, sponsor and customer and point to strategies of how the associated capacities can be leveraged to drive fossil phase-out in aviation. Since a rapid and comprehensive phase-out of fossil fuels is required for climate stabilization, we argue that political economists can make important contributions by focusing on the socio-material relations that constrain state agency to phase-out fossil fuels in specific sectors. [ABSTRACT FROM AUTHOR]

Just geographies of academic mobilities recognize the complicity of some forms of academic work with fossil fuel extraction and combustion. The necessity for academics to be mobile is entrenched through disciplinary norms and social values, as well as academic structures characterized by precarious work contracts and policies of internationalization, and is often reliant on highly polluting air transport. In the absence of climate-compatible technosolutions enabling business-as-usual aeromobilities, we - the aeromobile publics - need to rethink our practices. These practices, and their unjust impacts, are incongruent with critical geographical scholarship. In this paper I begin to theorize just geographies of academic mobilities in the climate crisis. I do so by engaging with feminist climate justice, just mobilities and radical mobilities to consider the inequities within and beyond academic mobilities. I signal the ways that academic mobilities relate to broader patterns of education, labor market practices, and economic models, and how these together reinforce the discursive and lived power of the mobile academic work/life. I suggest that a starting point for just geographies of academic mobilities should be redressing asymmetries in geographies of knowledge production and signal 7 initial actions with the potential to initiate more just forms of climate changed academic mobilities. [ABSTRACT FROM AUTHOR]

Biennials, regional hubs and virtual attendance can slash emissions, new calculations show. Biennials, regional hubs and virtual attendance can slash emissions, new calculations show., Author(s): Milan Klöwer, Debbie Hopkins, Myles Allen, James Higham Author Affiliations: An analysis of ways to decarbonize conference travel after COVID-19 Some 28,000 people travelled to the American Geophysical Union's [...]

New Zealand legislation removing school zones radically reshaped school choice, resulting in increased school stratification from parental choice frequently driven by social factors such as ethnic makeup of the school community. This article considers school choice through the eyes of 1,465 adolescents from 12 secondary schools in Dunedin (New Zealand). The most common reasons for school choice included: preference for a coeducational school, school's facilities, positive comments from parents/students, and friends' enrollment. Reasons for school choice differed by who was making the decision. Social factors and school programs/facilities, rather than proximity to home, influenced school choice decisions in Dunedin.

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. [ABSTRACT FROM AUTHOR]