Linking permit markets multilaterally

We formally study the determinants, magnitude and distribution of efficiency gains generated in multilateral linkages between permit markets. We provide two novel decomposition results for these gains, characterize individual preferences over linking groups and show that our results are largely unaltered with strategic domestic emissions cap selection or when banking and borrowing are allowed. Using the Paris Agreement pledges and power sector emissions data of five countries which all use or considered using both emissions trading and linking, we quantify the efficiency gains. We find that the computed gains can be sizable and are split roughly equally between effort and risk sharing.     

Analysis of mechanics of side impact test defined in UN/ECE Regulation 129

Objective: This article discusses differences between a side impact procedure described in United Nations/Economic Commission for Europe (UN/ECE) Regulation 129 and scenarios observed in real-world cases.

Methods: Numerical simulations of side impact tests utilizing different boundary conditions are used to compare the severity of the Regulation 129 test and the other tests with different kinematics of child restraint systems (CRSs). In the simulations, the authors use a validated finite element (FE) model of real-world CRSs together with a fully deformable numerical model of the Q3 anthropomorphic test device (ATD) by Humanetics Innovative Solution, Inc.

Results: The comparison of 5 selected cases is based on the head injury criterion (HIC) index. Numerical investigations reveal that the presence of oblique velocity components or the way in which the CRS is mounted to the test bench seat fixture is among the significant factors influencing ATD kinematics. The results of analyses show that the side impact test procedure is very sensitive to these parameters. A side impact setup defined in Regulation 129 may minimize the effects of the impact.

Conclusions: It is demonstrated that an artificial anchorage in the Regulation 129 test does not account for a rotation of the CRS, which should appear in the case of a realistic anchorage. Therefore, the adopted procedure generates the smallest HIC value, which is at the level of the far-side impact scenario where there are no obstacles. It is also shown that the presence of nonlateral acceleration components challenges the quality of a CRS and its headrest much more than a pure lateral setup.     

Forward collision warning system impact

Abstract

Objective: The objective of this research is to use historical crash data to evaluate the potential benefits of both high- and low-speed automatic emergency braking (AEB) with forward collision warning (FCW) systems.

Methods: Crash data from the NHTSA’s NASS–General Estimates System (GES) and Fatality Analysis Reporting System (FARS) databases were categorized to classify crashes by the speed environment, as well as to identify cases where FCW systems would be applicable.

Results: Though only about 19% of reported crashes occur in environments with speeds greater than 45?mph, approximately 32% of all serious or fatal crashes occur in environments with speeds greater than 45?mph. The percentage of crashes where FCW systems would be relevant has remained remarkably constant, varying between about 21 and 26% from 2002 to 2015. In 2-vehicle fatal crashes where one rear-ends the other, the fatality rates are actually higher in the struck vehicle (33%) than the striking vehicle (26%). The disparity is even greater when considering size–class differences, such as when a light truck rear-ends a passenger car (15 vs. 42% fatality rates, respectively).

Conclusions: NHTSA and the Insurance Institute for Highway Safety (IIHS) proposed the Automatic Emergency Braking Initiative in 2015, which is intended to make AEB (also called crash-imminent braking) with FCW systems standard on nearly all new cars by September 2022. Twenty automakers representing 99% of the U.S. auto market voluntarily committed to the initiative. Though the commitment to safety is laudable, the AEB component of the agreement only covers low-speed AEB systems, with the test requirements set to 24?mph or optionally as low as 12?mph. The test requirements for the FCW component of the agreement include 2 tests that begin at 45?mph. Only 21% of relevant serious injury or fatal accidents occur in environments at speeds under 24?mph, whereas about 22% of serious or fatal crashes occur in environments with speeds greater than 45?mph. This means that the AEB with FCW systems as agreed upon will cover only 21% of serious or fatal crashes and will not cover 22% of serious or fatal crashes. Because these systems are protective not only for the occupants of the vehicle where they are installed but also other vehicles on the roads, the data indicate that these systems should be a standard feature on all cars for high-speed as well as low-speed environments for the greatest social benefit.     

Advanced driver assistance systems for teen drivers: A national survey of teen and parent perceptions

Abstract

Objective: Recently developed advanced driver assistance systems (ADAS) have the potential to compensate for teen driving errors and reduce overall crash risk. To date, very limited research has been conducted on the suitability of ADAS for teen drivers—the population most likely to benefit from such systems. The opportunity for ADAS to reduce the frequency and severity of crashes involving teen drivers is hindered when there is a lack of trust, acceptance, and use of those technologies. Therefore, there is a need to study teen and parent perceptions of ADAS to help identify and overcome any potential barriers to ADAS use.

Methods: A U.S. national survey was developed based on themes from previously conducted teen and parent ADAS focus groups. Survey topics included trust in ADAS, effect of ADAS on teen driver safety and driving behavior, effect of ADAS on skill development, data privacy, and cybersecurity. Responses included 5-point Likert scales and open-ended questions. The survey was managed through an online respondent panel by ResearchNow. Eligibility criteria included licensed teens (16–19 years) and parents of licensed teens. Teen and parent responses were compared using chi-square statistics in SAS 9.4.

Results: Two thousand and three (teens?=?1,000; parents?=?1,003) respondents qualified for and completed the survey between September 1 and September 20, 2017. Overall, teens (72%) and parents (61%) felt that ADAS would have a positive impact on transportation. However, teens were more likely to exhibit a positive outlook on ADAS, whereas parents were more likely to have a negative outlook (P?<?.01). Teens felt that ADAS would be useful during bad weather or drowsy driving but were less concerned than parents about ADAS intervention during their own risky driving (P?<?.01). The majority of teens (65%) and parents (71%) agreed that teens should learn to drive on vehicles without ADAS, with parents being more likely to agree than teens (P?<?.01). Parents (55%) were more likely than teens (47%) to be concerned about insurance companies keeping track of teen driving data (P?<?.01). Most respondents exhibited some concern of ADAS being susceptible to hacking (57%).

Conclusions: This study represents the first effort to quantify ADAS perceptions among teen drivers and their parents at the U.S. national level. These data highlight potential barriers to ADAS use among teen drivers, including a relative disinterest among teens for ADAS intervention during risky driving as well as concerns among both teens and parents that ADAS will inhibit skill development. These survey findings will help inform educational programs to accelerate fleet turnover and provide the foundation for ADAS optimization and evaluation studies among sociodemographic groups.     

湖南典型农田土壤有机碳含量及其演变趋势

以湖南省沅江市(28°42′～29°11′N、112°16′～112°56′E)为代表,通过典型样区密集取样分析和同一区域的历史资料比较,研究了洞庭湖区农业用地土壤有机碳的演变趋势,发现稻田土壤有机碳在最近25a中稳步增加,而改为旱地的土壤有机碳含量减少.2004年典型样区土壤有机碳均值为(26.66±4.93)g·kg^-1,主要分布区间为20～35g·kg^-1,比1979提高22.64%;其中耕作制度为双季稻的土壤有机碳含量,由1979年的20.29g·kg^-1提高到了2004年的28.12g·kg^-1,年均增加量约313.5mg·kg^-1(年递增率为1.15%);耕作制度为一季稻的土壤有机碳含量,由1979年的20.29g·kg^-1提高到了2004年的27.25g·kg^-1,年均增加量约278.3mg·kg^-1(年递增率为1.16%),耕作制度为水旱轮作的土壤有机碳含量,由1979年的20.29g·kg^-1提高到了2004年的23.90g·kg^-1,年均增加量约144.5mg·kg^-1(年递增率为0.78%),而改为旱地的土壤有机碳含量,由1979年的20.29 g·kg^-1降低到了2004年的18.40g·kg^-1,年均减少量约75.48mg·kg^-1(年递减率为0.37%).方差分析表明,稻田土壤有机碳的增加达到了极显著水平,改为旱地的土壤有机碳含量的减少未达到了显著水平.表明洞庭湖区不同利用类型的土地均是重要的固碳场所,农业用地的土壤有机碳库是大气CO₂循环的“汇”,而不是“源”.     

重庆都市区环境压力与经济发展退耦研究

在简介环境压力与经济发展退耦理论的基础上,以重庆都市区为例,构建环境压力与经济发展耦合的PSR框架,应用退耦分析方法建立环境压力与经济发展退耦的指标体系,并对1996—2007年重庆都市区环境压力与经济发展退耦状态及趋势进行了评价。结果显示:①在相邻年度间各指标退耦比较普遍,相对和绝对退耦发生率达88%,但退耦程度在指标间和时间上有明显差异,各指标退耦指数在-4.990 6~4.887 8之间波动,且2000年以后退耦更明显;②2007年与1996年比较,综合退耦指数达0.845 3,呈明显的相对退耦状态,而且在1996—2007年间综合退耦持续发生;③评价结论符合重庆都市区环境状况与经济发展的客观实际,将退耦分析作为环境压力评价的方法论具有重要的实践意义。     

Bicycle-sharing systems in an alternative/diverse economy perspective: a sympathetic critique

ABSTRACT

This contribution puts bicycle-sharing systems (BSSs) as a rather recent, environmentally friendly form of urban mobility in the context of broader societal changes. More specifically, we discuss to what extent BSS and their various modes of organisation can be regarded as an “alternative” consumption practice, explicitly designed to deliver more social just outcomes, taking the diverse economy framework of Gibson-Graham as a key tool of analysis. Our examination unfolds a range of limitations of BSSs for (strong) sustainable development, but also a number of obvious and less obvious prospects and opportunities.     

The town that food saved? Investigating the promise of a local food economy in Vermont

Proponents of the local food movement point to its environmental, economic, and social benefits, yet there is little research on the extent to which particular local food projects live up to these promises. Vermont leads the country in farm stands, direct-to-consumer sales, and farmers’ markets per capita and the town of Hardwick, Vermont has received substantial media attention for its growing economy based on new food and agriculture businesses, including being the subject of a book entitled The Town that Food Saved. Using interviews with local food participants and analysis of US Census data, the paper assesses the impact of the local food economy in Hardwick using environmental, economic, and social outcomes. The paper also examines how the agricultural renaissance there has been accepted, resisted, and shaped by local actors. Using Census data, the paper finds that between 2000 and 2016, the unemployment rate in Hardwick remained steady, mean incomes increased, and 296 new jobs have been retained. In addition, the percentage of families in Hardwick with income below the poverty level decreased between 2000 and 2016, and the percentage of families accessing supplemental nutrition assistance program (SNAP) benefits increased. The paper also finds that many participants in the Hardwick food economy have concerns about the accessibility, affordability, and inclusivity of the newer food-based projects there. The paper concludes with a discussion of the ways in which Hardwick fulfils some of the hopes and concerns of the local food movement, and the potential for place-based agricultural development.     

Drivers of Interbasin Transfers in the United States: Insights from Sampling

Interbasin transfers (IBTs) are manmade transfers of water that cross basin boundaries. In an analysis of 2016 data, this work identified 2,161 reaches crossing United States (U.S.) Geological Survey hydrologic unit code 6 boundaries in the U.S. The objectives of this study were to characterize and classify IBTs, and examine the development drivers for a subset of 109 (~5%) of the IBT reaches through examination of samples from different climate regions of the U.S. The IBTs were classified as being near irrigated agricultural lands, near cities, or rural IBTs not near cities or irrigated land. IBTs near both cities and irrigated agricultural land were designated as city + irrigated agriculture. The 109 samples were selected, based on approximate proportional distribution to the total number of IBTs within each climate region, with representation of areas having a high density of IBTs. Analysis of the samples revealed that in the U.S., there have been four major drivers for basin transfers: irrigation for agriculture, municipal and industrial water supply, commercial shipping or navigation, and drainage or flood management. The most common has been drainage or flood management, though IBTs at least partially driven by agricultural needs are also prevalent. The majority of the sampled IBTs were constructed between 1880 and 1980, with peaks in development between 1900–1910 and 1960–1970. The samples also showed the drivers of IBT development evolved over time, reflecting changes in regional economies, populations, and needs.     

Inspiring Futures for European Local Governments!

Since 1994, more than 2000 European local governments have adopted the principles of the Aalborg Charter as a basis for local sustainability action. Now, ten years later in June 2004, these local governments will gather once again in Aalborg, Denmark at the Fourth European Conference on Sustainable Cities and Towns in Europe, Inspiring Futures—Aalborg+10. The Aalborg+10 event will celebrate a decade of European local sustainability action, evaluate progress and stagnation, and, more importantly, will adopt new commitments to move from Agenda to Action. The conference will be crucial for accelerating local sustainability in Europe and to move towards Local Action. Here an overview is provided on the context against which this important conference is set and its expected outcomes.