The strategic use of innovation to influence regulatory standards

This paper investigates the welfare consequences of strategic behavior by firms to affect the amount of environmental regulation they face. Environmental regulation often attempts to force an industry to develop cleaner technology, but the regulator may have no means to commit to a specific standard. This lack of regulatory commitment induces firms to choose innovation strategically. It is well-known that firms have incentives to suppress innovation to induce the regulator to ratchet down the standard, and this strategic behavior lowers welfare. This paper explores a countervailing incentive. In oligopoly settings, firms have heightened incentives to innovate so as to increase regulation and raise rivals costs. In equilibrium, the incentive to raise rivals cost can mitigate the welfare loss arising from no regulatory commitment. Also, a regulator who is unable to commit ex ante to the stringency of a regulatory standard can induce more clean technology than a regulator with a commitment mechanism.     

工业链条炉燃用型煤与原煤颗粒物排放特征

选取燃烧型煤和原煤的典型链条炉,应用自行设计的固定源烟气颗粒物稀释采样系统,现场测试细颗粒物PM_(2.5)、PM_(10)和金属元素的排放特征。结果表明,型煤燃烧细颗粒物的排放比例高于原煤,型煤燃烧除尘器进口、出口PM_(2.5)质量比原煤燃烧分别增加715%和708%。燃烧型煤时,As和Pb在各粒径段的质量比均比原煤大。同时,由于型煤燃烧可吸入颗粒物的排放比例增加,包含或附着在烟尘上的金属元素排放比例也相应增加。     

A Comparison of Volunteer,BioRID P3 and Hybrid III Performance in Rear Impacts

The most important tool for testing seat-systems in rear impacts is a crash test dummy. However, investigators have noted limitations of the most commonly used dummy, the Hybrid III. The BioRID I is a step closer to a biofidelic crash test dummy, but it is not user-friendly and the straightening of the thoracic spine kyphosis is smaller than that 220of humans. To reduce these problems, a new BioRID prototype was developed, the P3. It has new neck muscle substitutes, a softer thoracic spine and a softer rubber torso than does the BioRID I.

The BioRID P3 was compared with volunteer test data in a rigid and a standard seal without head restraints. The dummy kinematic performance, pressure distribution between subject and seatback, neck loads and accelerations were compared with those of ten volunteers and a Hybrid III. The BioRID P3 provided repeatable test results and its response was very similar to that of the average volunteer in rear impacts at Δv = 9 km/h.     

Children's and Adults’ Comfort Experience of Extra Seat Belts When Riding in the Rear Seat of a Passenger Car

Objective: The objective of this study was to explore passengers’ comfort experience of extra seat belts during on-road driving in the rear seat of a passenger car and to investigate how the use of extra belts affects children's and adults’ attitudes to the product.

Methods: Two different seat belt systems were tested, criss-cross (CC) and backpack (BP), consisting of the standard 3-point belt together with an additional 2-point belt. In total, 32 participants (15 children aged 6–10, 6 youths aged 11–15, and 11 adults aged 20–79, who differed considerably in size, shape, and proportions) traveled for one hour with each system, including city traffic and highway driving. Four video cameras monitored the test subject during the drive. Subjective data regarding emotions and perceived discomfort were collected in questionnaires every 20 min. A semistructured interview was held afterwards.

Results: All participant groups accepted the new products and especially the increased feeling of safety (P <.01); 56% preferred CC and 44% preferred BP but the difference was not significant. In total, 81% wanted to have extra seat belts in their family car. CC was appreciated for its symmetry, comfort, and the perceived feeling of safety. Some participants found CC unpleasant because the belts tended to slip close to the neck, described as a strangling feeling. BP was simpler to use and did not cause annoyance to the neck in the way CC did. Instead, it felt asymmetric and to some extent less safe than CC. Body size and shape affected seat belt fit to a great extent, which in turn affected the experience of comfort, both initially and over time. Perceived safety benefit and experienced comfort were the most determinant factors for the attitude toward the extra seat belts. The extra seat belts were perceived as being better than the participants had expected before the test, and they became more used to them over time.

Conclusion: This exploratory study provided valuable knowledge from a user perspective for further development of new seat belt systems in cars. In addition to an increased feeling of safety, seat belt fit and comfort are supplementary influencing factors when it comes to gaining acceptance of new seat belt systems.     

西昆仑山东段石炭纪火山岩岩石地球化学特征及其形成的构造背景

火山岩岩石化学研究表明 ,西昆仑山东段北缘石炭纪火山岩的SiO2 含量在 42 .98%～ 5 0 .78%之间 ,Na2 O +K2 O在 1.5 2 %～ 5 .85 %之间 ,Na2 O/K2 O为 1.5 3～ 5 .86 ,显示出明显的富钠特征。稀土元素特征为 :ΣREE为 (146 .91～ 472 .14)× 10 -6,LREE/HREE为 1.78～ 2 .5 8,δEu为 1.0 4～ 1.15 ,(La/Yb) N 为 3.45～ 5 .32 ,球粒陨石标准化曲线为右倾的弱铕正异常的轻稀土富集型的平滑曲线。微量元素研究结果 :Nb/Ta比值在 15 .96～ 17.99之间 ,Zr/Hf比值在37.2 2～ 41.42之间 ,相对富集大离子亲石元素 (LIL)和高场强元素 (HFS) ,在微量元素N -MORB配分模式图上 ,呈明显的左侧单“隆起”型 ,即大离子亲石元素 (LIL)呈现峰值。Rb -Sr同位素组成研究结果表明 :样品Rb/Sr比值在 0 .0 0 49～ 0 .1314之间 ,表明岩浆在上升过程中受到了地壳物质的混染。综合分析认为 ,该区火山岩具有板内玄武岩的特征 ,应属产于大陆边缘弧后盆地的钠质碱性玄武岩     

Environmental planning and management for the Assarawat highland region of south-western Saudi Arabia: the traditional versus the professional approach

The environmental planning and management of the Assarawat highlands of south-western Saudi Arabia are currently confronted by difficult problems. Deforestation is caused either by natural or intentional forces. Natural factors are limited to lightning fire and drought, while intentional forces include vandalism caused by the burning or cutting of preserved forests. Such vandalism continues despite the tremendous efforts of afforestation and preservation by several government agencies, especially the Ministry of Agriculture and Water, the National Commission for Wildlife Conservation and Development and by the municipalities of the cities and towns in the region. For centuries, local inhabitants of the Assarawat highlands have successfully established environmental planning and management strategies which balanced the settlements' growth and natural resource uses according to Islamic laws, and the tribal self-government of each settlement and tribal region. Following the establishment of the Kingdom of Saudi Arabia in 1932, the land management system started to change from tribal-based, where every tribe used to manage its local territory, to State authority. The creation of the State witnessed the unification of various fragmented tribes of Saudi Arabia into one government. This meant that environmental planning and management moved from local/regional towards a national control. This investigation proposes that the local/regional planning and management practised by the tribes could be viably utilized today. As in the past, the implementation of these practices could protect the natural environment of the locality and region and regularize their exploitation rationally, as long as vernacular people implement them. Today environmental planning and management need to be based on strategies of local requirements that enable the indigenous people to plan and manage the use of the resources.     

Differences in Long-term Medical Consequences Depending on Impact Direction Involving Passenger Cars

Objective: There is limited knowledge of the long-term medical consequences for occupants injured in car crashes in various impact directions. Thus, the objective was to evaluate whether injuries leading to permanent medical impairment differ depending on impact direction.

Methods: In total, 36,743 injured occupants in car crashes that occurred between 1995 and 2011 were included. All initial injuries (n = 61,440) were classified according to the Abbreviated Injury Scale (AIS) 2005. Injured car occupants were followed for at least 3 years to assess permanent medical impairment. The data were divided into different groups according to impact direction and levels of permanent impairment. The risk of permanent medical impairment was established for different body regions and injury severity levels, according to AIS.

Results: It was found that almost 12% of all car occupants sustained a permanent medical impairment. Given an injury, car occupants involved in rollover crashes had the highest overall risk to sustain a permanent medical impairment. Half of the head injuries leading to long-term consequences occurred in frontal impacts. Far-side occupants had almost the same risk as near-side occupants. Occupants who sustained a permanent medical impairment from cervical spine injuries had similar risk in all impact directions (13%) except from rollover (17%). However, these injuries occurred more often in rear crashes. Most of the injuries leading to long-term consequences were classified as minor injuries by AIS for all impact directions.

Conclusions: Studying crash data from a perspective of medical impairment is important to identify injuries that might not be prioritized only considering the AIS but might lead to lower quality of life for the occupant and also costs for society. These results can be used for road transport system strategies and for making priority decisions in vehicle design.     

Improving the Chest Protection of Elderly Occupants in Frontal Crashes Using SMART Load Limiters

Objective: To determine whether varying the seat belt load limiter (SBL) according to crash and occupant characteristics could have real-world injury reduction benefits in frontal impacts and, if so, to quantify those benefits.

Methods: Real-world UK accident data were used to identify the target population of vehicle occupants and frontal crash scenarios where improved chest protection could be most beneficial. Generic baseline driver and front passenger numerical models using a 50th percentile dummy were developed with MADYMO software. Simulations were performed where the load limiter threshold was varied in selected frontal impact scenarios. For each SBL setting, restraint performance, dummy kinematics, and injury outcome were studied in 5 different frontal impact types. Thoracic injury predictions were converted into injury probability values using Abbreviated Injury Scale (AIS) 2+ age-dependent thoracic risk curves developed and validated based on a methodology proposed by Laituri et al. (2005). Real-world benefit was quantified using the predicted AIS 2+ risk and assuming that an appropriate adaptive system was fitted to all the cars in a real-world sample of recent frontal crashes involving European passenger cars.

Results: From the accident data sample the chest was the most frequently injured body region at an AIS 2+ level in frontal impacts (7% of front seat occupants). The proportion of older vehicle front seat occupants (>64 years) with AIS 2+ injury was also greater than the proportion of younger occupants. Additionally, older occupants were more likely to sustain seat belt–induced serious chest injury in low- and moderate-speed frontal crashes. In both front seating positions, the low SBL provided the best chest injury protection, without increasing the risk to other body regions. In severe impacts, the low SBL allowed the driver to move dangerously close to the steering wheel. Compared to the driver side, greater ride-down space on the passenger side gave a higher potential for using the low SBLs. When applying the AIS 2+ risk reduction findings to the weighted accident data sample, the risk of sustaining an AIS 2+ seat belt injury changed to 0.9, 4.9, and 8.1% for young, mid, and older occupants, respectively, from their actual injury risk of 1.3, 7.6, and 13.1%.

Conclusions: These results suggest the potential for improving the safety of older occupants with the development of smarter restraint systems. This is an important finding because the number of older users is expected to increase rapidly over the next 20 years. The greatest benefits were seen at lower crash severities. This is also important because most real-world crashes occur at lower speeds.     

Differences in the kinematics of booster-seated pediatric occupants using two different car seats

Objective: The objective of this article is to compare the performance of forward-facing child restraint systems (CRS) mounted on 2 different seats.

Methods: Two different anthropomorphic test device (ATD) sizes (P3 and P6), using the same child restraint system (a non-ISOFIX high-back booster seat), were exposed to the ECE R44 regulatory deceleration pulse in a deceleration sled. Two different seats (seat A, seat B) were used. Three repetitions per ATD and mounting seat were done, resulting in a total of 12 sled crashes. Dummy sensors measured the head tri-axial acceleration and angular rate and the thorax tri-axial acceleration, all acquired at 10,000 Hz. A high-speed video camera recorded the impact at 1,000 frames per second. The 3D kinematics of the head and torso of the ATDs were captured using a high-speed motion capture system (1,000 Hz). A pair-matched statistical analysis compared the outcomes of the tests using the 2 different seats.

Results: Statistically significant differences in the kinematic response of the ATDs associated with the type of seat were observed. The maximum 3 ms peak of the resultant head acceleration was higher on seat A for the P3 dummy (54.5 ± 1.9 g vs. 44.2 ± 0.5 g; P =.012) and for the P6 dummy (56.0 ± 0.8 g vs. 51.7 ± 1.2 g; P =.015). The peak belt force was higher on seat A than on seat B for the P3 dummy (5,488.0 ± 198.0 N vs. 4,160.6 ± 63.6 N; P =.008) and for the P6 dummy (7,014.0 ± 271.0 N vs. 5,719.3 ± 37.4 N; P =.015). The trajectory of the ATD head was different between the 2 seats in the sagittal, transverse, and frontal planes.

Conclusion: The results suggest that the overall response of the booster-seated occupant exposed to the same impact conditions was different depending on the seat used regardless of the size of the ATD. The differences observed in the response of the occupants between the 2 seats can be attributed to the differences in cushion stiffness, seat pan geometry, and belt geometry. However, these results were obtained for 2 particular seat models and a specific CRS and therefore cannot be directly extrapolated to the generality of vehicle seats and CRS.     

Measuring disaster recovery: bouncing back or reaching the counterfactual state?

How should one measure the recovery of a locale from a disaster? The measurement is crucial from a public policy and administration standpoint to determine which places should receive disaster assistance, and it affects the performance evaluation of disaster recovery programmes. This paper compares two approaches to measuring recovery: (i) bouncing back to pre‐disaster conditions; and (ii) attaining the counterfactual state. The former centres on returning to normalcy following disaster‐induced losses, whereas the latter focuses on attaining the state, using quasi‐experimental design, which would have existed if the disaster had not occurred. Both are employed here to assess two housing recovery indicators (total new units and their valuations) in Hurricane Katrina‐affected counties (rural and urban). The examination reveals significantly different outcomes for the two approaches: counties have not returned to their pre‐disaster housing conditions, but they do exhibit counterfactual recovery. Moreover, rural counties may not be as vulnerable as assumed in the disaster recovery literature.