The environmental impacts of air travel have become more prominent. Governments and environmental groups have increasingly focussed on the effect that air transport has on the environment, and airlines have started to respond to the increasing awareness of their environmental impacts. The aim of this research is to develop an understanding of how leisure air travellers perceive the environmental marketing mix of airlines. Resource-Advantage Theory is used to analyse green marketing in the airline sector. This theory will be extended to the airline sector by establishing green market segments, analysing green brand images among air travellers and evaluating Market-Orientation Strategy. The data for this research stems from a large, quantitative survey conducted at Liverpool John Lennon Airport. Using attitudinal and behavioural variables, five leisure air travel segments are identified. Some market segments perceive certain marketing initiatives as more effective in addressing the environmental impact of air transport than others and are also more likely to take up certain initiatives. Segmenting the market enables airlines to use their green marketing mix in a more targeted way. Many passengers differentiate airlines based on their environmental image. Some airlines are perceived as more environmentally-friendly than others. Yet, the business model does not affect the environmental image, while having flown with an airline has a positive impact on green image in many cases. Green communication is key for airlines, as actual environmental efficiency does not affect the eco-positioning of the airline. Yet it is important that any environmental claims are substantiated, as environmental groups and government regulators might address these otherwise. Three case studies (Virgin Atlantic, easyJet and Flybe) discuss that while all three airlines have applied a green marketing mix, only two (Virgin Atlantic and easyJet) are able to benefit from this in their environmental image. The thesis addresses the importance and relevance of Resource-Advantage Theory in airline marketing research. This theory proves to be an appropriate and necessary underpinning for green airline marketing, an area that has received little attention in theory application. The theory can be used to explain why green marketing segments can be identified in airline leisure markets and why airlines should adopt a green marketing mix to enhance their green brand-equity. These aspects are supported by the data collected and analysed. The research shows that an understanding of passenger perceptions with regard to green marketing is highly relevant for airline marketing managers, in order for them to establish a successful green marketing mix.

Thesis. 1978. M.S.--Massachusetts Institute of Technology. Dept. of Aeronautics and Astronautics. / MICROFICHE COPY AVAILABLE IN ARCHIVES AND AERONAUTICS. / Bibliography: leaves 80-82. / M.S.

The physical attributes of the service setting are critical differentiators among service providers that significantly influence customers' emotional responses. Following the changes in the airport industry and addressing the gap in the existing research, this study aims to investigate the relationship between physical servicescape elements, emotional responses of enjoyment and anxiety and word-of-mouth in the context of airport environment. This study was conducted in three phases. The first phase incorporated an EFA conducted on a pilot study sample of 174 respondents that proposed a six-factor structure of airport service environment. In the second phase of the study, a self-administered online questionnaire was sent to an online marketing agency, resulting in 311 valid responses. This phase included a CFA that confirmed the validity of the instrument proposed in the pilot study, recommending the following six airport servicescape factors: design, scent, functional organization, air/lighting conditions, seating and cleanliness. Finally, an SEM testing suggested that airport design features and pleasant scent have a positive influence on traveler enjoyment, further generating positive WOM. Nevertheless, poor functional organization and inadequate air and lighting conditions are major predictors of traveler anxiety that leads to negative recommendations. According to the findings, this study offers several implications for the airport practitioners and developers. Based on the service environment frameworks established in the previous research, this study developed a valid instrument for examining travelers' perceptions of the airport environment. As a result, emphasizing hedonic attributes of the airport environment such as aroma, colors and d[eacute]cor would enhance traveler enjoyment and experience. In addition, airport practitioners are advised to provide successful wayfinding through the facility, appropriate luminosity, air conditioning, and temperature that would reduce travelers' stress and anxiety during their stay. Finally, design was showed to be the most influential environmental stimuli, justifying the need for of airport modernization and renovations.

Doctor of Philosophy (PhD) / It is within the perception, the reality and the problematic of international air travel that this thesis is situated. It argues that a space has been created for international air travel, which is conceptually and physically demarcated from normative social space, the Transit Zone. The thesis examines four sites constituting the Transit Zone using both political and social theory and the analysis of performance and visual artworks that explore, explain or contest aspects of the sites. The first site is concerned with the construction of nation-state territory, population and legal movement. Its physical expression can be found at the border between the Transit Zone and the nation-state. However, its conceptual reach is much more extensive, appearing in immigration policy, national law, international covenants, data-sharing practices and the creation of a space external to, yet within, the nation-state system. This site creates the Transit Zone’s paradoxical position of being excluded from nation-state territory while simultaneously defining it. The second site is premised on the (in)security of civil aviation and explores the striving towards absolute security, and the unachievability of that goal. This is a reflection of the prevalence of (in)security discourses in contemporary society. The third site is created by corporate interest within the airport terminal and the aeroplane. It is the site of logistics and sales, of the passenger functioning both as an object or unit of movement and as a desiring purchasing subject. The fourth site is constructed through the imagination – it is made up of the ideas, cultural dreams and responses that have accreted around the site of the Transit Zone. These intimate and personal responses transform the Transit Zone from a site of function, profit and government control to a vehicle for the construction and realisation of fears, fantasies and rites of passage. This thesis demonstrates that many contemporary issues infuse and surround the Transit Zone. Immigration, national defence, international politics, logistics, social interaction and cultural fantasy all collide there. It explores the complexity of the Transit Zone’s paradoxical collection of sites and systems, which can not be reduced to one single reading. The Transit Zone has evolved, and continues to do so, in response to government and international demands, legal problems, technological advancements, logistical and commercial needs, and social changes. In doing so, its evolution redefines and articulates contemporary concerns. Additionally the thesis reveals an extensive artistic engagement with the Transit Zone and the contemporary concerns it articulates. Art is used as a designated imaginative space that challenges the established reality and the art works discussed change our understanding of the Transit Zone.

“Regional Policy in a Multiregional Setting: When the Poorest are Hurt by Subsidies” Regional subsidies have a positive short-term effect on the recipient regions, but as they alter migration patterns the long-term effects are less clear. This paper demonstrates using a three-region general equilibrium model that subsidising the poorest region may be to its detriment in the long term and thereby increase inter-regional inequality, if the subsidy draws firms from a nearby region that would function better as a production centre. The result has important implications for the design of regional policies, which are often applied simply according to per-capita incomes.  “Learning to Export and the Timing of Entry to Export Markets” Standard trade models are essentially static and do not explain why entry to export markets would be delayed after the instant a firm is formed. This paper proposes a model that endogenously generates the timing of entry to new markets through a learning mechanism. Firms in the model gain experience by entering markets, which eases entry to subsequent markets. The mechanism motivates delays in entry to some markets. More productive firms are less sensitive to the learning effect and thus enter markets sooner and begin by exporting to larger markets. These predictions are confirmed using Swedish firm-level data.  “Airports and the Production of Goods and Services” This paper estimates the effects of airport infrastructure on local employment in certain sectors, using data from the United States. Airport sizes are instrumented for using the 1944 National Airport Plan of the Civil Aeronautics Administration. Airport size is found to have a positive effect on local employment in tradable services, with an elasticity of approximately 0.1, and a negative effect on manufacturing. There is no measurable effect on non-tradable services. The results are relevant to the evaluation of airport improvement projects, which are often carried out using public funds.

The megaregion spatial form has grown in prominence in recent years in planning thought, but the relationship between megaregions and the aviation sector is rather untouched in research. The purpose of this study is to examine the role airports play as transportation hubs for megaregions, and how the megaregions are connected through air traffic. Comparing the megaregions involved an empirical study using attribute data about the megaregions and the flows between them. The infrastructure in the megaregions was compared by density and type of airports, including an examination into airline hubs. The connectivity between megaregions, non-megaregion areas, and the international market was analyzed employing T-100 data, separating the analysis for the passenger and freight sectors. The top flows in the country were examined, along with the relationships each megaregion has individually, and particularly their internal flows. Megaregions are much more active in air travel than non-megaregion areas due to a larger presence of airline hubs and greater infrastructure. The international component of the passenger and freight sectors is growing the fastest in relation to megaregions, but only for the freight sector is this the largest component. The largest component of the passenger sector is the flows between megaregions. Flows within megaregions for the passenger sector are growing slowly and are declining in the freight sector, but short-haul air traffic continues to be the cause of congestion. The megaregion is a suitable level to manage infrastructure investment to better prepare the regions for the coming growth. A megaregion-level institution is best suited to managing the issues which must be faced by the numerous jurisdictions.

The United States as a whole is embarking on the historic task of implementing high-speed rail (HSR) throughout the country in an attempt to improve regional mobility, including congestion at some of the nation’s busiest airports. However, despite the wide overlapping of service that both air and HSR provide and the goal of reducing airport congestion, little discourse has occurred on the topic of how these two modes might interact in an intermodal context. This report explores how air travel and HSR might cooperate in the US, which is defined as an explicit attempt by the two modes to utilize each other in order to transport a passenger to their final destination. It will document potential benefits of cooperation, survey how cooperation works elsewhere in the world, and investigate the current climate within the US for cooperation, including a review of current HSR plans and analysis of air travel data. This information will form the basis for suggested airports for the integration of HSR and air travel, and for how US airlines might utilize HSR. Lastly, lessons learned will form a list of best practices to follow in order to better insure a cooperative and successful relationship between HSR and air travel. / text

Doctor of Philosophy (PhD) / It is within the perception, the reality and the problematic of international air travel that this thesis is situated. It argues that a space has been created for international air travel, which is conceptually and physically demarcated from normative social space, the Transit Zone. The thesis examines four sites constituting the Transit Zone using both political and social theory and the analysis of performance and visual artworks that explore, explain or contest aspects of the sites. The first site is concerned with the construction of nation-state territory, population and legal movement. Its physical expression can be found at the border between the Transit Zone and the nation-state. However, its conceptual reach is much more extensive, appearing in immigration policy, national law, international covenants, data-sharing practices and the creation of a space external to, yet within, the nation-state system. This site creates the Transit Zone’s paradoxical position of being excluded from nation-state territory while simultaneously defining it. The second site is premised on the (in)security of civil aviation and explores the striving towards absolute security, and the unachievability of that goal. This is a reflection of the prevalence of (in)security discourses in contemporary society. The third site is created by corporate interest within the airport terminal and the aeroplane. It is the site of logistics and sales, of the passenger functioning both as an object or unit of movement and as a desiring purchasing subject. The fourth site is constructed through the imagination – it is made up of the ideas, cultural dreams and responses that have accreted around the site of the Transit Zone. These intimate and personal responses transform the Transit Zone from a site of function, profit and government control to a vehicle for the construction and realisation of fears, fantasies and rites of passage. This thesis demonstrates that many contemporary issues infuse and surround the Transit Zone. Immigration, national defence, international politics, logistics, social interaction and cultural fantasy all collide there. It explores the complexity of the Transit Zone’s paradoxical collection of sites and systems, which can not be reduced to one single reading. The Transit Zone has evolved, and continues to do so, in response to government and international demands, legal problems, technological advancements, logistical and commercial needs, and social changes. In doing so, its evolution redefines and articulates contemporary concerns. Additionally the thesis reveals an extensive artistic engagement with the Transit Zone and the contemporary concerns it articulates. Art is used as a designated imaginative space that challenges the established reality and the art works discussed change our understanding of the Transit Zone.

The continued growth of aviation poses a major challenge to climate change mitigation. Many argue that absolute reductions in greenhouse gas emissions will not be possible without restricting demand and call for fundamental changes in travel patterns, particularly flying shorter distances. However, research shows that voluntary behaviour change in this area is unlikely: even those who express concern over aviation emissions are unwilling to sacrifice their travel plans for the sake of the environment. It has been argued, therefore, that researchers and policy makers should direct their attention to the collective nature of unsustainable air travel, rather than blaming individual passengers for their “choices”. This thesis provides an in-depth and socially situated understanding of long-haul flying within the gap year context, which is an increasingly popular activity for the British youth. Drawing on Giddens’s structuration theory and using data from a study, which employed a variety of qualitative research methods, this thesis first positions the gap year as a social practice, characterized by shared social meanings, norms and resources; second, it explores factors influencing its current long-haul character; and third, examines the role of agency in gap year participation and mobility decisions. The findings suggest that travel to (often several) long-haul destinations is a particularly desirable, appropriate and convenient way of “doing a gap year” and that opportunities for making more sustainable choices, whilst not completely absent, are constrained. Moreover, the rules and resources that form the terrain for action for prospective gap year takers are shaped by numerous networked agents. As such, this thesis joins the calls for redefining the problem of unsustainable mobility from that of individual “choice” to collective travel practices. Strong structuration is suggested as a particularly useful conceptual framework to study non-routine forms of travel, such as gap years. Policy implications are discussed, specifically potential interventions that could shift the gap year practice into a more sustainable trajectory, or substitute it for a less carbon-intensive equivalent.

An experimental and computational study was made of a single circular jet impinging onto a flat ground board. A 1/2' nozzle running at a fixed nozzle pressure ratio of 1.05 was used in the experimental phase (giving an nozzle exit Reynolds number of 90xlO'), the nozzle to ground plane separation being varied between 2 and 10 nozzle diameters. Measurements were performed in the free and wall jets using single and cross-wire hot-wire anemometry techniques and pitot pressure probes in order to detemine mean velocity and normal and shear stress distributions. Some analysis is also presentedo f earlier measurementso n high pressurer atio impinging jets. Nozzle height was found to effect the initial thickness of the wall jet leaving the impingement region, increasing nozzle to ground plane separation increasing the wall jet thickness, although this separation distance did not seem to affect the rate at which the wall jet grew. Nozzle height was also found to have a large effect on the peak level of turbulence found in the wall jet up to a radial distan ce from the jet axial centre line of 4.5 nozzle diameters, after which the profiles become self-similar. Lowering the nozzle tended to increase the peak level measured in all the turbulent stresses within this development region. The production of turbulent kinetic energy in the wall jet, which is an indication of the amount of work done against the mean flow by the turbulent flow was found to increase dramatically with decreasing nozzle height. This was attributed to greater shearing of the flow at lower nozzle heights due to a thinner wall jet leaving the impingement region. A moving impingement surface was found to cause separation of the wall jet inner boundary layer on the 'approach' side leading to very rapid decay of peak velocity. The point of separation was found to occur at radial positions in the region of 7.0 to 8.0 nozzle diameters, this reducing slightly for lower nozzle heights. A parametric investigation was performed using the k-e turbulence model and the PHOENICS CFD code. It was found that due to inadequacies in the model, it failed to predict accurately the growth of the wall jet, both in terms of its initial thickness and the rate of growth. It did, however, predict an increase in wall jet thickness with both increasing nozzle height and exit turbulence intensity and decreasing nozzle pressure ratio. Modifications were made to the constants in the model to try and improve the predictions,w ith a limited degreeo f successT. he low Reynoldsn umber k-F-t urbulence model was shown to give a slightly improved non-dimensional wall jet profile, although this did not improve the predicted rate of growth of the wall jet.