Facts and figures
Mobility
Mobility is the most significant factor in the ZHAW’s carbon accounting, with employee air travel emissions being the main contributor. At the end of 2023, the ZHAW adopted a corresponding reduction pathway, with progress being managed through School emissions budgets. Thanks to central measures and the efforts of the Schools, the ZHAW is currently ahead of this pathway. It remains to be seen how much further these emissions can be reduced: research and teaching are inherently international, and some of the travel involved can neither be shifted nor replaced.
Added to this is the daily commute of around 14,700 students and 3,600 staff members. How they travel to and from the ZHAW depends largely on where they live and on transport links between locations. These factors are therefore only partly within the university’s sphere of influence.
Where mobility-related emissions come from
Business mobility includes all journeys paid for by the ZHAW on behalf of staff and guests, whether by plane, train or car. By far the largest share is attributable to air travel. A single long-haul flight produces more emissions than hundreds of rail journeys. The trend since 2017 has been largely shaped by the pandemic: emissions fell significantly and rose again as travel activities resumed. Since then, successful reductions have been achieved. Supported by the Challenge Accepted campaign, which promotes alternatives rather than restrictions, air travel emissions are now around 44% below pre-pandemic levels.
Emissions from business mobility
The figures for business mobility by train and bicycle are too small to be shown separately in the corresponding chart.
What determines air travel emissions
The emissions from a flight depend on both the distance and travel class: long-haul flights account for the majority of emissions, while a business-class seat generates up to three times more emissions per passenger than an economy-class seat. The additional climate impacts of flying at high altitudes are also taken into account. The ZHAW therefore multiplies direct CO₂ emissions by a factor of 2.7, based on a study by the ZHAW Centre for Aviation, which recommends a weighting factor of this order of magnitude.
Emissions from employee air travel
Fewer emissions despite a growing workforce
A look at emissions per full-time equivalent demonstrates just how successful the reductions achieved in recent years have actually been. As the ZHAW has grown during this period, progress becomes visible only when emissions are viewed in relation to the size of the university. The coming years will show to what extent emissions can be reduced further as well as which journeys will remain necessary for a university with an international network.
Emissions from air travel per full-time equivalent
What the commuting data shows, and what it doesn’t
The commuting data is based on a survey that has been extrapolated to the entire university community. It indicates orders of magnitude and patterns rather than precise values. How students and employees commute depends largely on where they live and on transport links between locations. These factors are therefore only partly within the university’s sphere of influence.
Emissions from employee and student commuting
Commuter mobility has only been recorded since 2022. The figures are based on an extrapolation of the mobility survey and indicate orders of magnitude rather than exact values.
