An economic theory of reuse

An economic model of reuse is developed to analyse the effect of reuse activity on the amount of waste in the economy and the welfare of consumers. The paper adapts the theory of durable goods and second-hand markets. There is only one type of good, a durable good, which last two periods. A durable good is called ‘new’ in the first period and ‘used’ in the second period. Following Kim (Int Econ J 3:53–63, 1989), it is assumed that consumers differ in valuing the service rate of used goods. Their valuations are represented by a parameter θ, with a higher θ denoting consumers with a greater willingness to pay. In this study, high-θ consumers are referred to as reuse-friendly consumers. The new durable good is supplied in a competitive market. After the purchaser has used the good for one period, (s)he can sell it, keep it or throw it away. If a consumer decides to enter the second-hand market, (s)he has to pay a transaction cost. In equilibrium, the price of used goods will be determined endogenously by a second-hand market; it depends on the value of transaction costs. Thus, whether the second-hand market exists or not also depends on the value of transaction costs. It is shown that the amount of durable goods that is wasted is minimal when a second-hand market exists. When a second-hand market does not exist, increase in reuse-friendly consumers leads to decrease in the amount of waste. In the case of the second-hand market, when many consumers begin to reuse, the welfare of consumers who do not buy used goods will be improved.     

Measures of speeding from a GPS-based travel behavior survey

Objective: Lacking information about actual driving speed on most roads in the Minneapolis–St. Paul region, we determine car speeds using observations from a Global Positioning System (GPS)-based travel survey. Speed of travel determines the likelihood and consequences of collisions. We identify the road segments where speeding occurs. This article then analyzes the relationship between link length, traveler characteristics, and speeding using GPS data collected from 152 individuals over a 7-day period as part of the Minneapolis–St. Paul Travel Behavior Inventory.

Methods: To investigate the relationship, we employed an algorithm and process to accurately match the GPS data with geographic information system (GIS) databases. Comparing actual travel speed from GPS data with posted speed limits, we measure where and when speeding occurs and by whom. We posit that link length and demographics shape the decision to speed.

Results: Speeding is widespread under both high speed limits (e.g., 60?mph [97?km/h]) and low speed limits (less than 25?mph [40?km/h]); in contrast, speeding is less common at 30–35?mph (48–56?km/h). The results suggest that driving patterns depend on the road type. We also find that when there are many intersections, the average link speed (and speeding) drops. Long links are conducive to speeding. Younger drivers and more educated drivers also speed more, and speeding occurs more often in the evening.

Conclusions: Road design and link length (or its converse, frequency of intersections) affect the likelihood of speeding. Use of increasingly available GPS data allows more systematic empirical analysis of designs and topologies that are conducive to road safety.     

National and subnational outcomes of waste management policies for 1718 municipalities in Japan: development of a bottom-up waste flow model and its application to a declining population through 2030

Journal of Material Cycles and Waste Management - Japan has been promoting 3R (reduce, reuse, and recycle) policies for several decades, but the recycling rate of the whole country has leveled off,...