Climate Change and National Self-Interest

Mitigation of climate change is often described as a tragedy of the commons. According to this theoretical framework, it is collectively rational for present-generation countries to mitigate climate change, but not individually rational to do so. It is rather in national self-interest to ‘free-ride’ on the mitigation actions of other countries. In this paper, I discuss two arguments criticizing this view. According to these arguments, it is in most cases individually rational for present-generation countries to mitigate, i.e., it is in their national self-interest. The first argument focuses on national self-interest in terms of economic efficiency, the second on national self-interest in terms of national security. I conclude that the critical arguments to a large extent are tenable, but that they seem to underestimate the significance of those cases in which it is not in national self-interest to mitigate climate change. In these cases the tragedy of the commons framework is still applicable.     

The combined benefits of motorcycle antilock braking systems (ABS) in preventing crashes and reducing crash severity

Objective: Several studies have reported the benefits of motorcycle antilock braking systems (ABS) in reducing injury crashes, due to improved stability and braking performance. Both aspects may prevent crashes but may also reduce the crash severity when a collision occurs. However, it is still unknown to what extent the reductions in injury crashes with ABS may be due to a combination of these mechanisms.

Methods: Swedish hospital and police reports (2003–2012) were used. The risk for permanent medical impairment (RPMI) was calculated, showing the risk of at least 1 or 10% permanent medical impairment. In total, 165 crashes involving ABS-equipped motorcycles were compared with 500 crashes with similar motorcycles without ABS.

The analysis was performed in 3 steps. First, the reduction in emergency care visits with ABS was calculated using an induced exposure approach. Secondly, the injury mitigating effects of ABS were investigated. The mean RPMI 1+ and RPMI 10+ were analyzed for different crash types. The distributions of impairing injuries (PMI 1+) and severely impairing injuries (PMI 10+) were also analyzed. In the third step, the total reduction of PMI 1+ and PMI 10+ injured motorcyclists was calculated by combining the reductions found in the previous steps. An additional analysis of combined braking systems (CBS) together with ABS was also performed.

Results: The results showed that emergency care visits were reduced by 47% with ABS. In the second step, it was found that the mean RPMI 1+ and RPMI 10+ with ABS were 15 and 37% lower, respectively. Finally, the third step showed that the total reductions in terms of crash avoidance and mitigation of PMI 1+ and PMI 10+ injured motorcyclists with ABS were 67 and 55%, respectively. However, PMI 1+ and PMI 10+ leg injuries were not reduced by ABS to the same extent. Indications were found suggesting that the benefits of ABS together with CBS may be greater than ABS alone.

Conclusions: This article indicated that motorcycle ABS reduced impairing injuries, mostly due to fewer emergency care visits but also due to a reduction in crash severity. This may seem reasonable as the improved stability and braking performance provided by ABS could prevent some crashes but would also decrease crash severity if a collision still occurs. As suggested by previous studies, however, the lower extremities would be more exposed in a crash with ABS. It is recommended that future research should follow up these results with additional data.     

Proactive career behaviors and subjective career success: The moderating role of national culture

Although career proactivity has positive consequences for an individual's career success, studies mostly examine objective measures of success within single countries. This raises important questions about whether proactivity is equally beneficial for different aspects of subjective career success, and the extent to which these benefits extend across cultures. Drawing on Social Information Processing theory, we examined the relationship between proactive career behaviors and two aspects of subjective career success—financial success and work‐life balance—and the moderating role of national culture. We tested our hypotheses using multilevel analyses on a large‐scale sample of 11,892 employees from 22 countries covering nine of GLOBE's 10 cultural clusters. Although we found that proactive career behaviors were positively related to subjective financial success, this relationship was not significant for work‐life balance. Furthermore, career proactivity was relatively more important for subjective financial success in cultures with high in‐group collectivism, high power distance, and low uncertainty avoidance. For work‐life balance, career proactivity was relatively more important in cultures characterized by high in‐group collectivism and humane orientation. Our findings underline the need to treat subjective career success as a multidimensional construct and highlight the complex role of national culture in shaping the outcomes of career proactivity.     

Real-world adjustments of driver seat and head restraint in Saab 9-3 vehicles

Objective: Whiplash-associated disorder (WAD), commonly denoted whiplash injury, is a worldwide problem. These injuries occur at relatively low changes of velocity (typically <25 km/h) in impacts from all directions. Rear impacts, however, are the most common in the injury statistics. Females have a 1.5–3 times higher risk of whiplash injury than males.

?Improved seat design is the prevailing means of increasing the protection of whiplash injury for occupants in rear impacts. Since 1997, more advanced whiplash protection systems have been introduced on the market, the Saab Active Head Restraint (SAHR) being one of the most prominent. The SAHR—which is height adjustable—is mounted to a pressure plate in the seatback by means of a spring-resisted link mechanism.

?Nevertheless, studies have shown that seats equipped with reactive head restraints (such as the SAHR) have a very high injury-reducing effect for males (～60–70%) but very low or no reduction effect for females. One influencing factor could be the position of the head restraint relative to the head, because a number of studies have reported that adjustable head restraints often are incorrectly positioned by drivers.

?The aim was to investigate how female and male Saab drivers adjust the seat in the car they drive the most.

Methods: The seated positions of drivers in stationary conditions have been investigated in a total of 76 volunteers (34 females, 42 males) who participated in the study. Inclusion criteria incorporated driving a Saab 9–3 on a regularly basis.

Results: The majority of the volunteers (89%) adjusted the head restraint to any of the 3 uppermost positions and as many as 59% in the top position.

?The average vertical distance between the top of the head and the top of the head restraint (offset) increase linearly with increasing statures, from an average of ?26 mm (head below the head restraint) for small females to an average of 82 mm (head above the head restraint) for large males. On average, the offset was 23 mm for females, which is within a satisfactory range and in accordance with recommendations; the corresponding value for males was 72 mm.

?The backset tended to be shorter among female volunteers (on average 27 mm) compared to the male volunteers (on average 44 mm). Moreover, the backset tended to increase with increasing statures.

Conclusions: Incorrect adjustment of the head restraint cannot explain the large differences found between the sexes in the effectiveness of the SAHR system.     

The effectiveness of lane departure warning systems—A reduction in real-world passenger car injury crashes

Objective: The objective of this study was to estimate the safety benefits of in vehicle lane departure warning (LDW) and lane keeping aid (LKA) systems in reducing relevant real-world passenger car injury crashes.

Methods: The study used an induced exposure method, where LDW/LKA-sensitive and nonsensitive crashes were compared for Volvo passenger cars equipped with and without LDW/LKA systems. These crashes were matched by car make, model, model year, and technical equipment; that is, low-speed autonomous emergency braking (AEB) called City Safety (CS). The data were extracted from the Swedish Traffic Accident Data Acquisition database (STRADA) and consisted of 1,853 driver injury crashes that involved 146 LDW-equipped cars, 11 LKA-equipped cars, and 1,696 cars without LDW/LKA systems.

Results: The analysis showed a positive effect of the LDW/LKA systems in reducing lane departure crashes. The LDW/LKA systems were estimated to reduce head-on and single-vehicle injury crashes on Swedish roads with speed limits between 70 and 120 km/h and with dry or wet road surfaces (i.e., not covered by ice or snow) by 53% with a lower limit of 11% (95% confidence interval [CI]). This reduction corresponded to a reduction of 30% with a lower limit of 6% (95% CI) for all head-on and single-vehicle driver injury crashes (including all speed limits and all road surface conditions).

Conclusions: LDW/LKA systems were estimated to lower the driver injury risk in crash types that the systems are designed to prevent; that is, head-on and single-vehicle crashes. Though these are important findings, they were based on a small data set. Therefore, further research is desirable to evaluate the effectiveness of LDW/LKA systems under real-world conditions and to differentiate the effectiveness between technical solutions (i.e., LDW and LKA) proposed by different manufacturers.     

Landscape Development During a Glacial Cycle: Modeling Ecosystems from the Past into the Future

Understanding how long-term abiotic and biotic processes are linked at a landscape level is of major interest for analyzing future impact on humans and the environment from present-day societal planning. This article uses results derived from multidisciplinary work at a coastal site in Sweden, with the aim of describing future landscape development. First, based on current and historical data, we identified climate change, shoreline displacement, and accumulation/erosion processes as the main drivers of landscape development. Second, site-specific information was combined with data from the Scandinavian region to build models that describe how the identified processes may affect the site development through time. Finally, the process models were combined to describe a whole interglacial period. With this article, we show how the landscape and ecosystem boundaries are affected by changing permafrost conditions, peat formation, sedimentation, human land use, and shoreline displacement.     

Avoiding parasitism by breeding indoors: cuckoo parasitism of hirundines and rejection of eggs

Brood parasitism is costly to hosts, and, therefore, a number of anti-parasite defenses have evolved. Surprisingly, several high-quality hosts such as martins and swallows are rarely parasitized, raising the question why that is the case. We hypothesize that martins and swallows may avoid parasitism by breeding in close association with humans, and by building nests that are inaccessible for common cuckoos Cuculus canorus and other brood parasites. Here we show using egg rejection experiments that red-rumped swallows Hirundo daurica, house martins Delichon urbica, and barn swallows Hirundo rustica in Europe do not reject foreign eggs placed in their nests, while barn swallows in China often reject foreign eggs. The frequency of parasitism of barn swallows in Europe was significantly higher than in house martins relative to the expectation based on the abundance of the two species. Barn swallows in Europe that were parasitized by cuckoos more often placed their nests outdoors than expected by chance, suggesting that avoidance of cuckoo parasitism can be achieved by breeding indoors. These findings suggest that barn swallows in China have gained egg rejection behavior because they cannot avoid parasitism when breeding outdoors.     

MSWI bottom ash used as basement at two pilot-scale roads: Comparison of leachate chemistry and reactive transport modeling

The recycling of municipal solid waste incineration bottom ash as aggregates for road basement requires assessing the long-term evolution of leachate chemistry. The Dåva (Sweden) and Hérouville (France) pilot-scale roads were monitored during 6 and 10 years, respectively. Calculated saturation indices were combined to batch test modeling to set a simplified geochemical model of the bottom ash materials. A common reactive transport model was then applied to both sites. At Hérouville, pH and the concentration of most elements quickly drop during the first two years to reach a set of minimum values over 10 years. The decrease is less pronounced at Dåva. The evolutions of pH and major element concentrations are fairly well related to the following pH-buffering sequence: portlandite, C-S-H phases or pseudo-wollastonite and, finally, calcite in equilibrium with atmospheric CO₂. Al(OH)₃, barite, ettringite and monohydrocalcite may also control leachate chemistry. Cu release is correctly modeled by DOM complexation and tenorite equilibrium. Temperature has no significant effect on the modeling of leachate chemistry in the range 5-30 °C, except at high pH. Effects at road edges and roadside slopes are important for the release of the less reactive elements and, possibly, for carbonation processes.     

Toxicity of water and sediment in a small urban river (Store Vejleå, Denmark)

The urban stream Store Vejle? (Denmark), which receives discharges of urban runoff, was investigated using a combination of biological toxicity tests and chemical analysis. The urban stormwater and road runoff gave low, but statistically significant, effects on the reproduction of the alga Pseudokirchneriella subcapitata. In all pre-concentrated water samples toxic effects were found and differences in toxicity depending on time and location of sampling were identified. Undiluted pore water samples from sediments collected in the stream were all toxic towards the algae and dilutions from 4 to 14 times were needed compared to a pore water sample from an unpolluted stream where a dilution factor of only 1.6 was required. A qualitative correlation between the toxicity of the pore water and the degree of pollution as evidenced by the metal concentration was observed, but statistically significant correlations could not be established by ranking procedures of, e.g. metal content or PAH-concentrations versus the observed toxicity.