The past oil crises have caused dramatic improvements in fuel efficiency in all industrial sectors. The aviation sector—aircraft manufacturers and airlines—has also made significant efforts to improve the fuel efficiency through more advanced jet engines, high-lift wing designs, and lighter airframe materials. However, the innovations in energy-saving aircraft technologies do not coincide with the oil crisis periods. The largest improvement in aircraft fuel efficiency took place in the 1960s while the high oil prices in the 1970s and on did not induce manufacturers or airlines to achieve a faster rate of innovation. In this paper, we employ a historical analysis to examine the socio-economic reasons behind the relatively slow technological innovation in aircraft fuel efficiency over the last 40 years. Based on the industry and passenger behaviors studied and prospects for alternative fuel options, this paper offers insights for the aviation sector to shift toward more sustainable technological options in the medium term. Second-generation biofuels could be the feasible option with a meaningful reduction in aviation’s lifecycle environmental impact if they can achieve sufficient economies of scale.

This paper investigates how consumers’ level of knowledge and social embeddedness can influence sustainable consumption. An extended model of goal-directed behavior (MGB) is tested by U.S. airline consumers who have participated in UNICEF’s Change for Good (CFG) and voluntary carbon offsetting (VCO) programs. Results show that consumers’ knowledge positively influenced their subjective norms and attitudes towards participation of VCO and CFG. Increasing consumers’ sense of social embeddedness is also found to be crucial in forming their subjective norms for both CFG and VCO. Moreover, positive anticipated emotion is found to influence consumers’ desire to participate in VCO, while negative anticipated emotion influences desire towards CFG participation. The findings of this research provide a practical implication on strategies for the airline industry to induce sustainable consumption behavior, as well as demonstrate the need for different emotional elicitation strategies for different sustainability programs.

Innovation develops within a diverse group of social entities that form an interwoven structure. The role and relations of regional entities within clusters have become a critical point of innovation due to the emphasis of globalization on the importance of regional competitiveness. In this study, we model such interactions via the Triple Helix framework, which can be used to demonstrate the collaborative relations of three entities (university, industry, and government) in an innovation system. This framework allows this research to diagnose the roles and relations of regional innovation institutions and define the characteristics of the innovation models for science parks in South Korea and Taiwan; subsequently, this research quantitatively measures two regional university–industry–government network densities to find collaborative knowledge generation. Second, network centrality is measured in order to analyse the regional innovation participations’ roles of collaboration. Finally, the status of cluster performance is qualitatively compared and related to collaboration networks. This study presents an analysis of the structure and position (qualitatively and quantitatively) of regional innovation institutions by applying a Triple Helix model. This case analysis also provides regional innovation policy implications to design regional innovation systems for developing countries.

This article aims to assess the capabilities of Cambodia's garment industry in the post‐Safeguard Policy era, and the country's ability to upgrade its garment assembling status to Original Equipment Manufacture (OEM) status. This article analyzes and proposes a strategic positioning of Cambodia's garment industry in the next decade by utilizing the analytical framework developed by the US International Trade Commission (USITC) in 2004. Findings from the USITC framework‐based assessment have been illustrated in a cobweb‐shaped diagram to show an analogy of Cambodia's garment industry in comparison with that of China and Vietnam. For the improvement of the current working environment and the forthcoming upgrading process, a trajectory of the Cambodia's garment industry has been projected in three vital stages: (1) assembling, (2) OEM, and (3) original brand manufacturing. In response to the first objective, the Cambodia's garment industry is predicted to face a high risk of industrial downturn in the post‐ 2008 era due to the internal weaknesses in the supply side. For the second objective, the shift from Cambodia's current garment assembler status to OEM status will take a long time and require training of local managers and skilled workers.