ALBERT

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 138〈/p〉 〈p〉Author(s): Jae-Woong Min, Nicholas S. Vonortas, YoungJun Kim〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study explores the factors that contribute to the commercialization of technologies transferred from universities and public research institutes (U&PRIs) to companies. We take a step further than the established literature focusing on technology transfer to examine factors that also affect the chances of the successful commercialization of the transferred technologies through an empirical analysis of 669 technology transfer cases in Korea. The study shows that the intensity of market competition is a key factor in moderating the effects of partnership and absorptive capacity on the successful commercialization of transferred technologies. While collaboration with U&PRIs exerts a positive effect on commercialization success, this effect is weakened by the intensity of market competition. The intensity of market competition boosts the importance of company absorptive capacity for the commercialization success of the transferred technology. We conclude that strategic management of the absorptive capacities of companies and their partnership with U&PRIs are necessary ingredients of the success of technology transfer in concordance with the intensity of competition that the company faces in the market.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 30 October 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Sonal Choudhary, Rakesh Nayak, Sushma Kumari, Homagni Choudhury〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Drawing on theories of acculturation and information diffusion, this paper examines whether social media usage, intergroup contacts and information dissemination influence the cultural adaptation of three ethnic groups, and its implications on sustainable consumption behaviour. Twenty-four semi-structured interviews containing multiple dimensions of social media uses, acculturation, food consumption behaviour, and information diffusion were administered to a sample of Indians (living in the home country), British Indians (living in the host country for more than 10 years) and White British (natives of Britain) users of social media. Our findings suggest that there is a clear link between the integrated strategy of acculturation and information diffusion on social media, which influences acculturation to sustainable food consumption behaviour among social media users. Managerial implications of this research finding are that intervention in information diffusion aids acculturation through the social media, which serves to infuse social media and sustainability strategist with knowledge to best influence the consumers in developing sustainable food consumption behaviour. This research also identifies opportunities to expand this academic research and contribute further to the theories of remote acculturation on which limited research has been done.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 30 October 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): Samantha J. Leger, Jennifer L. Dean, Sara Edge, Jeffrey M. Casello〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The predominance of automobile dependency in North America is associated with a host of negative health and environmental impacts and has sparked the promotion of low-carbon and active modes of transportation. Encompassing both priorities, electric-bicycles have become a popular mode of transportation in some parts of the world. While multiple studies have suggested older adult populations may be most likely to benefit from e-bike technology, few studies have exclusively focused on this demographic to identify the factors that may promote or inhibit e-bike adoption amongst this group. This study explores the potential for e-bikes to support independent mobility and active aging among the older adult population in Canada’s auto-dependent context. Guided by a conceptual framework for older adult mobility, this study used qualitative methods to gather perceptual and experiential data from 17 community stakeholders and 37 older adults in the Region of Waterloo, Ontario. The findings highlight the importance of cycling life histories, social connection and physical limitations to adopting cycling later in life. Specific individual and structural factors were discussed in relation to e-bike adoption including facilitators such as increased convenience, reduced physical exertion, reduced reliance on a vehicle and fun. Barriers included cycling infrastructure and road safety, regulation, and stigmatization barriers. E-bikes as a more convenient and supportive mode of transit for older adults is discussed alongside the importance of e-bikes as a replacement for traditional bicycles in a subset of this population.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 2 November 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): José Holguín-Veras, Johanna Amaya Leal, Iván Sánchez-Diaz, Michael Browne, Jeffrey Wojtowicz〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The first in a series of two, this paper conducts a review of the public-sector initiatives that could be used to improve freight activity in metropolitan areas; collects data about initiatives that have been implemented and their performance; and produces a ranking of suggested initiatives. The review of public-sector initiatives is based on a comprehensive analysis of their performance, which cataloged the initiatives into seven major groups, 15 subgroups, and 48 unique initiatives. The initiatives covered in this paper include: Infrastructure Management; Parking/Loading Areas Management; Vehicle-Related Strategies; and Traffic Management. The characterization of the state of the practice and the performance of the initiatives was based on a survey that collected data from 32 countries and 56 cities throughout the world. The third component of the work is a ranking of suggested initiatives based on the performance data collected by the survey. The paper ends with a discussion of chief findings.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 13 November 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): Nicolas Rincon-Garcia, Ben Waterson, Tom J. Cherrett, Fernando Salazar-Arrieta〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉New retail trends show the increasing importance of providing cost efficient deliveries in cities, where congestion and compliance with driving hours regulations should be incorporated into routing software. This paper introduces a large neighbourhood search algorithm that substantially improves the benchmark solutions (in terms of the number of vehicles required, travel distance and duty time) for the vehicle routing problem variant considering time windows, time-dependent travel times and driving hours regulations (EC) 561/2006 that apply to vehicles over 3.5 tons in European cities. Additionally, instances for The Road Transport (Working Time) Regulation 2005 that applies to drivers in the United Kingdom are introduced. The proposed algorithm is also used in scenarios that represent home delivery conditions to evaluate the impacts of the length of time windows, customer density, congestion and regulations in terms of cost and environmental impact.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Chengpeng Wan, Xinping Yan, Di Zhang, Zaili Yang〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In recent years, increasingly strict restrictions on ship emissions and continuously increasing prices of marine fuel oil have made the liquefied natural gas (LNG) using as a marine fuel more attractive, and LNG fuelled ships have therefore become more popular in many countries. However, there is still not much research on the development level of LNG fuelled ships in different countries, and no unified or corresponding evaluation criteria has been established to support relevant policy making, revealing a significant research gap to be fulfilled. In view of this, taking the advantages of the PEST (Political, Economic, Social and Technological factors) and the SWOT (strengths, weaknesses, opportunities, and threats) analysis, this paper proposes a novel SRETI (Strategy, Regulation, Economics, Technology and Infrastructure) model for evaluating the development level of LNG fuelled ships in a particular region or country for self-assessment or comparative studies. The kernel of the model consists of the combination of the analytic hierarchy process (AHP) method and the evidential reasoning (ER) approach, thus being able to deal with evaluation data of both quantitative and qualitative features. China, Norway and the United States of America (USA) are selected in a real case study to demonstrate the feasibility of the model on the evaluation of the development of their LNG fuelled ships. The findings show that Norway is better than USA and China in terms of the development level of LNG fuelled ships. It is also revealed that the proposed SRETI model is capable of addressing uncertainties in subjective data provided by domain experts. A sensitive analysis is conducted as well to test the robustness of the SRETI model, and the results are in harmony with the axioms and hypotheses. This work provides policymakers with powerful insights into the development of LNG fuelled ships. It can also be tailored to evaluate the development of emerging technologies in other sectors.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 12 November 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): C. Angelo Guevara, Alejandro Tirachini, Ricardo Hurtubia, Thijs Dekker〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Crowding levels are very relevant for the analysis and evaluation of the performance of public transport as they strongly affect the level of service and the overall perceived quality of the system. However, crowding is not an easy variable to measure and, hence, demand models often tend to ignore or use abstract proxies for it. In this paper, we assess the Multiple Indicator Solution (MIS) method in a Stated Preference (SP) experiment where crowding conditions were displayed to the respondent but are artificially omitted in the estimation of a curtailed model to cause endogeneity. Results provide evidence that the MIS method can be used to control for a wide range of omitted attributes in SP data. We also discuss the potential application of this approach to Revealed Preferences (RP) models of public transport by asking suitable post-trip questions to users. Two MIS variations were applied to this SP case study and both provided outcomes that were superior to those of the curtailed model. We enrich the analysis with the aid of Monte Carlo simulation. Results suggest that potential problems may arise in the presence of neglected interactions and if indicators are only weakly correlated with the omitted attribute. For the SP case study analysed, only the former issue seems to play a role in the results. The article finishes by discussing the implications of these findings for the correction of endogeneity on SP and RP data on public transport and suggesting future lines of research in this area.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Shohel Amin, Umma Tamima, Luis E. Amador-Jiménez〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Roads in poor road condition disrupt emergency operations in disaster-prone areas during emergency periods. Prolonged inundation of pavements from storm surge accelerates deterioration of pavements and increases maintenance cost. The objective of this study is to propose an optimized decision support system for pavement maintenance and rehabilitation (M&R) operations guided by geo-physical risk and community vulnerabilities. A case study of regional highways, arterial and collector roads at the district of Barguna, in Bangladesh is selected given the frequency of cyclones and storm surges in this area. A geo-physical risk and vulnerability (〈em〉GEOPHRIV〈/em〉) index was estimated for each road’s segment by integrating the geo-physical risk; community, structure and infrastructure vulnerabilities; and damage indices. Linear programming was applied to optimize M&R strategies to ensure good pavement condition for all roads at a minimum M&R budget. Lifecycle optimization of M&R operations estimated that USD 2.49 million is the minimum annual budget that ensures having good average road’s condition in the study area. Most of the annual M&R budget will be invested for overlay and resealing treatments on the roads at high and medium 〈em〉GEOPHRIV〈/em〉 areas. This study helps transportation authorities to identify deteriorated pavement sections, maintain the pavement periodically to prevent or minimize damage before storm surge, and allocate resources for M&R operations.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 138〈/p〉 〈p〉Author(s): Patrik Söderholm, Hans Hellsmark, Johan Frishammar, Julia Hansson, Johanna Mossberg, Annica Sandström〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Despite the key role of actor networks in progressing new sustainable technologies, there is a shortage of conceptual knowledge on how policy can help strengthen collaborative practices in such networks. The objective of this paper is to analyze the roles of such policies – so-called network management – throughout the entire technological development processes. The analysis draws on the public management and sustainability transitions literatures, and discusses how various network characteristics could affect the development of sustainable technologies, including how different categories of network management strategies could be deployed to influence actor collaborations. The paper's main contribution is an analytical framework that addresses the changing roles of network management at the interface between various phases of the technological development process, illustrated with the empirical case of advanced biorefinery technology development in Sweden. Furthermore, the analysis also addresses some challenges that policy makers are likely to encounter when pursuing network management strategies, and identifies a number of negative consequences of ignoring such instruments in the innovation policy mix. The latter include inefficient actor role-taking, the emergence of small, ineffective and competing actor networks in similar technological fields, and a shortage of interpretative knowledge.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 14 November 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Steven M. Miller〈/p〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Vanessa S. Tchamyou, Guido Erreygers, Danny Cassimon〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study investigates the role of information and communication technology (ICT) on income inequality through financial development dynamics of depth (money supply and liquid liabilities), efficiency (at banking and financial system levels), activity (from banking and financial system perspectives) and size, in 48 African countries for the period 1996 to 2014. The empirical evidence is based on Generalised Method of Moments. While both financial depth and size are established to reduce inequality contingent on ICT, only the effect of financial depth in reducing inequality is robust to the inclusion of time invariant variables to the set of strictly exogenous variables. We extend the analysis by decomposing financial depth into its components, namely: formal, informal, semi-formal and non-formal financial sectors. The findings based on this extension show that ICT reduces income inequality through formal financial sector development and financial sector formalization as opposed to informal financial sector development and financial sector informalization. The study contributes at the same time to the macroeconomic literature on measuring financial development and responds to the growing field of addressing post-2015 Sustainable Development Goals (SDGs) inequality challenges by means of ICT and financial access.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 12 November 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): Koos Fransen, Kobe Boussauw, Greta Deruyter, Philippe De Maeyer〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In no research domain has the application of accessibility been so vital as in the area of linking disadvantaged individuals to job opportunities. The inability to reach locations of employment and, therefore, partake in paid labor is considered to have severe consequences on an individual’s economic security and quality of life as well as society’s general level of welfare. Unfortunately, existing studies on job accessibility primarily apply aggregate measures that aim to link the population group of active, employed workers to pre-existing job locations. As a result, they fail to capture the person-specific labor-market opportunities for those individuals who are actually unemployed as well as the degree to which accessibility to opportunities is related to actual employment rates. The proposed paper answers this limitation by constructing a predictive model for long-term unemployment for job seekers in Flanders, Belgium, dependent on their access by private and public transport to job openings that correspond to their individual preferences and competences. In addition to accessibility, the predictive capacity was determined for various socio-demographics such as age, gender, migration background, educational background and preferred job type. The proposed regression model shows that job accessibility is negatively related to long-term unemployment. In addition, various inequities in long-term unemployment exist for the selected case study. Especially job seekers with a migration background and with higher age (55 years or older) have significantly higher probabilities of remaining unemployed. A conditional inference regression tree indicates that the most disadvantaged groups have a two to three times higher probability of being long-term unemployed. Moreover, higher accessibility levels prove to only benefit those who already are in a more advantaged position. These findings have important ramifications for policies focusing on improving employment rates, as they allow to specifically address those areas of research where major gains can be made.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Jermain Kaminski, Christian Hopp, Tereza Tykvová〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Crowdfunding is a relatively new gateway for entrepreneurs to access capital for creative and innovative ideas. It allows individuals to start experiments with new products and technologies where the outcome is distant. Yet predicting the success of hitherto unseen products and technologies is fraught with ambiguity and uncertainty. Early stage product experimentation and market access through reward-based crowdfunding, where potential customers provide funds for new unproven products, can therefore provide quality signals to subsequent financiers of new technologies. Our study investigates whether there is a long-run relationship between crowdfunding and VC investments on the aggregate and the industry level. We draw on a dataset covering 77,654 projects that successfully raised funds on Kickstarter and 3260 VC investments in the US between 2012 and 2017. The results suggest that crowdfunding Granger causes VC investments. Moreover, the monthly crowdfunding and VC investment time series are cointegrated. We therefore conclude that successful crowdfunding campaigns lead to a subsequent increase in VC investments. This holds at the aggregate level and particularly for hardware and consumer electronics, as well as fashion. These results enhance our understanding of the co-development between crowdfunding and VC investments. Reward-based crowdfunding helps VC investors in assessing future trends rather than crowding them out of the market.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Kati Orru, Age Poom, Annika Nordlund〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study explores cross-cultural differences in car travel behaviour in a northern and an eastern European country, namely Sweden and Estonia. We assess the role of country-specific socio-structural circumstances, and the influence of individual motivations, including social values, perceived seriousness of environmental problems associated with car use, and car use reduction intentions, in shaping the frequency of car use for different purposes. The results show that compared to Swedish people, people in Estonia are more dependent on cars in their everyday travel. Our study shows that higher social position is associated with higher frequency of car trips in more stratified Estonian society, but not necessarily where socio-economic differences are less pronounced, as in Sweden. Regarding the relative significance of values and intentions next to socio-economic determinants, values and intentions have a greater explanatory power of car use frequency in Estonia, compared to Sweden. That values and preferences play a smaller role in car travel frequency in the socio-economically more secure Sweden, indicates that car travel is a basic habit, which is not easily discernible through individual values and attitudes in more affluent societies. Differences in car travel frequencies between the respondents from different settlement types in Estonian but no differences between settlement types in Sweden, shows that a country’s broader approach to managing the economic and social viability of its regions, may shape car travel needs and opportunities. The results of this study may have implications in terms of ways of curbing emissions from transportation in different parts of Europe.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Qamar Ali, Muhammad Rizwan Yaseen, Muhammad Tariq Iqbal Khan〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study aims to compare the causality and elasticity of road traffic fatalities (RTF) with their determinants for upper middle income countries from three continents by using annual data from 1994 to 2016. Vector Error Correction Model revealed the long run causality of RTF (Asia, Europe, America), GDP (Asia), rainfall (Europe), and population density (Europe, America). Two-way short-run causality was established in three panels of UMICs between RTF and rainfall (Asia), RTF and GDP (Europe, America), and RTF and population density (America). Short-run uni-directional causal association was also observed from RTF to GDP (Asia), RTF to rainfall (Europe, America), RTF to population density (Asia, Europe), and health expenditures to RTF (Europe). A significant fall in RTF was observed due to 1% rise in the share of health expenditures in GDP in UMICs from Asia (0.267%), Europe (0.064%), and America (0.549%). The significant rise in RTF was0.180%, 0.241%, and 0.702%due to 1%increase in per capita GDP in Asia, Europe, and America. The road safety is reduced due to rainfall because the rise in RTF was 0.082%and 0.260%for 1% rise in the rainfall in Asia and America, respectively. The impact of population density was beneficial for the road safety because the decrease in RTF was 0.246%, 0.234%, and 0.977% for 1% rise in the population density in Asia, Europe, and America. The governments should make strict policies for traffic laws implementation. The government should allocate more budget for health sector expenditures. The governments should include traffic education as part of syllabus from primary to higher studies. Government should create awareness about the loss due to road crashes.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Edurne A. Inigo, Laura Albareda〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In this article, we build on dynamic capabilities theory to explore the organizational dynamics for sustainability-oriented innovation (SOI). We carried out a multiple case study of seven leading companies fostering SOI, searching for common patterns in their adaptation. We found three different levels of dynamic capabilities (adapting, expanding, and transforming) interconnected to strategic sustainability dimensions. We thus propose an evolving framework that explains how the generative variation of innovative change and adaption follow two interconnected logics that explain the SOI dynamics. First, we study the time-evolving transformation that encourages companies to transform dynamic capabilities following a path-dependent logic. Second, we study organizational transformations that enhance self-reinforcement among strategic sustainability dimensions. This conceptualization contributes to the theoretical underpinnings of SOI, providing new insights on how SOI transforms dynamic capabilities for innovation and adapts companies' strategic sustainability.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 11 December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Jiang Yu, Yating Wen, Jing Jin, Yue Zhang〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Providing, integrating and improving efficient public service in the construction of ‘smart cities’ in metropolitan areas have been showed to be difficult to achieve. In this article, we propose a strategy for developing service-dominant platforms with the advancement of ICT and more internet enterprises initiatives. We use the concept of SDP (service dominant platform) as a key contributor in a smart city's construction to explain how value can be co-created during the formation and evolution of the platform. Drawing on case materials from a Business-oriented platform named WeChat in Guangzhou and a government-oriented one in Shanghai, an analytic framework on platform and service innovation-relevant theories are built around the dynamic cyclical value co-creation, and three elements are identified in this process defined as value proposition, value in exchange and value in use, which consist of ten sub-elements on different SDPs along four dimensions, namely openness, services innovation, governance and resource. The study makes three contributions. First, it provides new evidence that pursuing smart city construction is not a mere technological architecture but a value co-creation oriented strategy. While facing persistent problems, China's paths exhibit significant and rapidly improving readiness for it. Second, the study provides new insights into, by positively bridging the linkage between platform governance and service innovation and proposing the service dominant platform (SDP) as a clear sustainable strategy. Finally, the study proposes two different resources-based models for guiding smart city initiatives in developing countries. By providing theoretical concepts to support public service innovation, identifying some implications for smart city developed in emerging countries, and suggesting some operational approaches to co-creating value against the local context, this paper has made a meaningful theoretical and practical significance about smart city.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Lado Kurdgelashvili, Cheng-Hao Shih, Fan Yang, Mehul Garg〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉To understand long term PV deployment, it is important to explore the underlying mechanisms that drive PV market diffusion. This paper examines the relationships between several social and economic factors and residential PV market diffusion on a county level. The Bass diffusion model was used to estimate diffusion parameters for 46 counties in California. Regression analysis was then applied to find associations between these parameters and several socio-demographic, economic, and political variables in each county. Finally, a Generalized Bass Model was employed to explore the price effect on PV diffusion. We have found supporting evidence of the inverse relationship between attainment of higher education and the coefficient of imitation. We have clearly shown evidence for heterogeneity between counties in one or more of our observed dimensions, or unobserved and possibly confounding factors. Although not significant at the conventional 5% and 10% levels, our Generalized Bass Model nonetheless supports the presence of price-based fluctuations in adoption rates.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 7 December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): Angela Curl, Phil Mason〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉There is increased awareness of the role of the urban landscape in promoting walking to counter the negative health and wellbeing impacts of age-related immobility. Consideration of neighbourhood design is particularly relevant in the context of local urban regeneration projects, which are designed to have positive health and wellbeing outcomes. However, few studies explicitly investigate how the environment influences walking and wellbeing for older adults living in deprived urban areas.〈/p〉 〈p〉There are strong conceptual and empirical links between walking, the urban environment and mental wellbeing. Many studies have separately demonstrated pairwise associations between all three components. In this paper we address these three concepts empirically, using structural equation modelling to explore walking as a mediator between the perceived social and built environments and mental wellbeing for older adults in deprived urban areas.〈/p〉 〈p〉We found direct and indirect relationships between neighbourhood perceptions and wellbeing. Walking partially mediates relationships between social contact, neighbourhood quality, local amenity use, safety and mental wellbeing. Although neighbourhood problems and the quality of local services and amenities are associated with mental wellbeing, walking is not an explanatory pathway in our model. The relationship between walking and wellbeing is weaker than expected.〈/p〉 〈p〉While promoting walking as a means of achieving positive mental wellbeing among older adults is important for “active ageing”, it is also necessary to consider the context in which this takes place, recognising that walking is not the only potential causal pathway between environment and wellbeing. Where walking is relied upon for transport, the wellbeing implications may be more complex. Given the strong associations between car ownership and wellbeing, future research should explore whether mobility and accessibility, rather than walking itself, is more important for older adults’ wellbeing.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 3 December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice〈/p〉 〈p〉Author(s): Daniel Rodriguez-Roman, Stephen G. Ritchie〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉The toll design problem (TDP) provides a quantitative approach to the design of road pricing schemes. Its practical use, however, can be computationally challenging if the formulated TDP requires time-consuming computer models to evaluate candidate designs, especially if such designs must account for multiple objectives. For TDPs to be of practical relevance to the real-world planning of sustainable transportation networks, efficient TDP solution heuristics must be developed. To this end, two surrogate-based solution heuristics for multi-objective TDPs are proposed in this paper. Surrogate-based optimization uses simple approximations to computationally expensive models in order to accelerate the discovery of good solutions. The general search strategy of the proposed heuristics is as follows. In each iteration of the heuristics, a pool of candidate pricing schemes with unique sets of tolling locations and associated tolling levels is generated. From this pool of designs, the heuristics use the surrogate models to screen for solutions that are expected to be nondominated and that meet a specified selection criterion. Then, these promising designs are evaluated by the computationally expensive models, and the outputs obtained from these evaluations are used to update the surrogate models. Both heuristics repeat this general process until a maximum number of iterations are completed, at which point the best TDP solutions are returned.〈/p〉 〈p〉In addition to the solution heuristics, this paper presents a transportation network paradox that highlights how transportation network interventions intended to reduce traffic emissions could have unintended effects on a population’s exposure to pollutants. The paradox also is used to illustrate the practical complexity of accounting for environmental inequality objectives, as well as the relevance of multi-objective analysis approaches to transportation planning. Formulations of multi-objective TDPs that consider both travel and pollutant exposure-related objectives are also presented, including the objectives of reducing human intake of vehicle-generated air pollutants and of minimizing environmental inequality. The Sioux Falls and Chicago Sketch networks were used in tests that examined the relative performance of the heuristics, as well as the characteristics of pricing configurations obtained under different budget constraints. Among other results, the tests show that a pricing configuration could decrease total pollutant intake and environmental inequality, while at the same time producing an increase in pollutant concentrations in a significant number of pollutant receptor points.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 138〈/p〉 〈p〉Author(s): 〈/p〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Francisco Liébana-Cabanillas, Sebastian Molinillo, Miguel Ruiz-Montañez〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉There is growing interest in our society in making payments using mobile phones as an alternative to using cash, checks or credit cards. The objective of this study is to analyze the status of Near Field Communication (NFC) mobile payment systems in public transportation, as well as the factors that affect users' intentions to continue using said systems. To meet this objective, a personal survey was conducted on a sample of 180 users with experience using this type of system. A comprehensive review of the scientific literature justifies the development of a behavioral model that explains the continuance intention of NFC mobile payments through a structural equation model. The results show that satisfaction, service quality, effort expectancy, and perceived risk are determining factors of the continuance intention to use this technology. Finally, the managerial conclusions and implications offer the companies that manage these public services new business opportunities based on user behaviors.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Barbara Ribeiro, Philip Shapira〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper advances an anticipatory governance framework to investigate and prepare for the potential implications of an emerging technology. Within the growing domain of synthetic biology, we draw on an end-to-end assessment of biosynthetic menthol that incorporates consideration of multiple dimensions of production and use. Based on documentary analysis, available data, and interviews, our approach unfolds in three steps. First, we map the sociotechnical transition in menthol production, comparing existing agricultural and chemical production methods with new biosynthetic processes – or what we call the biological (bio) turn. Second, we explore the rationales, promises and expectations of menthol's bio-turn and explore the drivers of transition so as to clarify which goals and values innovation is addressing. Third, we reflect on the opportunities and challenges of such a transition to put forward an agenda for responsible innovation and anticipatory governance. The bio-turn in menthol is analysed through five responsible innovation dimensions: the potential distribution of benefits and burdens; social resilience; environmental sustainability; infrastructure and business models; and public perception and public interest. We consider the implications of our analysis both for the responsible development and application of synthetic biology for menthol and for the broader assessment and sociotechnical construction of emerging technologies.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Rinie van Est〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This paper aims to clarify the political nature of parliamentary technology assessment (PTA) by reflecting on PTA's relationship with democratic policy making. This issue is raised in a political climate that is regularly portrayed as a ‘post-truth era’ and influenced by the rise of radical right populism. Democratic policy making is described in terms of problem structuring that depends on powering, scientific puzzling, participation and deliberation. Regulative democratic ideals, like political equality, truth, citizen participation, and ideal communication, are identified that drive these processes. These concepts are used to clarify the political nature of PTA in two ways. First the kind of political support for PTA within countries where PTA is or was institutionalized is explored. A typology of seven levels of political support to PTA is discerned. These degrees of support depend on whether PTA is performed by MPs or by TA experts, and to what extent MPs allow PTA to play a role in the scientific puzzling process and/or organize participation-cum-deliberation processes. To further clarify the political nature of PTA, three political attitudes towards the regulative democratic ideals are distinguished: affirmative, indifferent, and adverse. It is shown that processes of powering, scientific puzzling and participation-cum-deliberation can be used in ways that are guided by regulative democratic ideals (affirmative), ignore those ideals (indifferent) or undermine them (adverse). In political contexts in which indifferent or adverse attitudes prevail political support for PTA of any kind is very unlikely. It is argued that PTA can strengthen democratic policy making, when it fully acknowledges the political nature, and strengths and weaknesses of both scientific puzzling and participation-cum-deliberation. In this way PTA can connect to democratic forms of populism, and is well-positioned to counteract anti-scientism, anti-intellectualism, and anti-democratic forms of populism.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 21 July 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Lorenzo Ardito, Alberto Ferraris, Antonio Messeni Petruzzelli, Stefano Bresciani, Manlio Del Giudice〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The development of smart cities is becoming more and more based on knowledge management (KM) frameworks. This leads to new managerial challenges, which reflect the complexity of KM governance and processes issues of smart city projects as well as the need to manage knowledge that originates both within and beyond projects' boundaries. However, in-depth research on the development of smart cities from a managerial and KM perspective has remained scant. In detail, although universities are deemed to be responsible for the competitiveness and superiority of knowledge-based ecosystems, like smart city projects, the different roles they play in such projects when dealing with KM governance and processes issues are still understudied. Therefore, by conducting an exploratory case study of 20 smart city projects, this paper aims to scrutinize how universities manage the KM governance issue when internal knowledge is used, the KM governance issue when external knowledge is used, the KM processes issue when internal knowledge is used, and the KM processes issue when external knowledge is used. Results reveal that universities act as knowledge intermediaries, knowledge gatekeepers, knowledge providers, and knowledge evaluators.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Jia Xu, Xiujie Tan, Gang He, Yu Liu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Excessive price fluctuations would affect the effectiveness of Emission Trading Scheme (ETS) and low-carbon investment. Therefore, the drivers of carbon prices need to be disentangled to analyze the price formation process, which is important for both policy makers and investors. By applying the Ensemble Empirical Mode Decomposition (EEMD) method, we decompose the historical carbon price data of the five ETS pilots in China into five groups of the independent Intrinsic Mode Function (IMF) sequences and the residue, respectively. Then, the IMFs and the residue in each pilot are reconstructed into a high frequency component, a low frequency component and a trend component, thus disentangling the effects of short-term market fluctuations, significant events, and the long-term trend. The main findings are as follows. First, the IMF with a period around one year is the most influential factor, which reflects that pilots are characterized by the yearly cycle. Second, significant events have greater impacts than short-term market fluctuations, and are the dominant driver in Shanghai and Beijing pilots. Third, the long-term trend plays a decisive role in Shenzhen, Guangdong and Hubei pilots. The price stabilization mechanism is critical to avoid a severe imbalance between demand and supply in the long run.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Gloria Rose, André Gazsó〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉New and emerging technologies such as nanotechnology and advanced materials are characterized by manifold areas of application and high uncertainty, making the anticipation of effects difficult. Since 2007, the Austrian technology assessment project “NanoTrust” is dedicated to assisting policy-makers in issues surrounding the safety of nanotechnology applications. The choice was made early on to build and maintain a governance network and to take a more active role in contributing to pre-emptive risk management and the initiation of new processes. Characterized by a dominant risk frame and a broad scope, the Austrian nanotechnology discourse places a distinct focus on scientific expertise and strong interdisciplinary efforts. Ten years into the project, the Austrian nano governance network has shown signs of undergoing an institutionalisation process and we reflect on how we have sought to maintain our neutrality and independence as TA practitioners. This exercise in reflection seeks to gain insights on the strategies employed in practice when shaping technologies at stages of high uncertainty and engaging closely with actors in governance networks over longer periods of time.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Anja Bauer, Karen Kastenhofer〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Over past decades, the notion of policy advice in technology assessment (TA) has widened, going beyond traditional advice in the form of expert opinions by adding a broad range of brokerage activities. Concomitantly, the roles of scientific policy advisors have diversified.〈/p〉 〈p〉Based on an empirical study of advisory practices at the Institute of Technology Assessment (ITA) at the Austrian Academy of Sciences, we ask which advisory roles TA practitioners adopt. Our study shows that practitioners take up multiple roles: the decisionist advisor, the deliberative practitioner, the governance facilitator, the engaged academic, and the agenda-setter. These roles vary, inter alia, in the dominant modes of policy advice and the aspired function in politics and society and correlate with specific project and advisory constellations but also with paradigmatic beliefs of TA practitioners. Our analysis further exemplifies how these roles differ in a) the reference to and interpretation of core principles such as scientificity, neutrality and relevance and b) their strategies of managing the boundary between science and politics. Thus, the article goes beyond the mere statement “TA has politics” by illustrating how the politics of TA manifests in distinct ways in different roles of TA practitioners in policy advice.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 22 December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Francesco Paolo Appio, Marcos Lima, Sotirios Paroutis〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Smart Cities initiatives are spreading all around the globe at a phenomenal pace. Their bold ambition is to increase the competitiveness of local communities through innovation while increasing the quality of life for its citizens through better public services and a cleaner environment. Prior research has shown contrasting views and a multitude of dimensions and approaches to look at this phenomenon. In spite of the fact that this can stimulate the debate, it lacks a systematic assessment and an integrative view. The papers in the special issue on “Understanding Smart Cities: Innovation Ecosystems, Technological Advancements, and Societal Challenges” take stock of past work and provide new insights through the lenses of a hybrid framework. Moving from these premises, we offer an overview of the topic by featuring possible linkages and thematic clusters. Then, we sketch a novel research agenda for scholars, practitioners, and policy makers who wish to engage in – and build – a critical, constructive, and conducive discourse on Smart Cities.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 19 December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Brita Fladvad Nielsen, Daniela Baer, Carmel Lindkvist〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The planning of energy ambitious neighborhood pilots in Norway typically begin with the creation of holistic and socially ambitious visions based on extensive stakeholder collaboration, citizen insight generation and vision setting. However, as projects move from planning to implementation, the exploratory innovation methods are replaced by exploitative approaches. ‘The holistic vision and in particular, citizens’ described needs, fail to transfer into the implementation phase. This paper identifies four main challenges as to why this happens and link these to theory on ambidextrous organizations that need to exploit existing knowledge while reaching into the future with its rapidly changing goals and technological opportunities. Implementing stakeholders are familiar with exploitative tools, which build on earlier experience and capabilities of the selected implementing stakeholders, and the implementation stage leaves little time and resources for innovation on a lower hierarchical level. While extensive research on smart and integrated planning focus on ‘breaking down the silos’ meaning sectors and disciplines, our findings argue that the need to manage ambidextrous organizations and support both exploratory and exploitative innovation is equally important. An ambidextrous organization is one that has the ability to be efficient in its management of today's business while being adaptable for coping with the changing demand of tomorrow. We propose a model in which the organizational style and management style of innovative neighborhood pilots focus more on how to transfer knowledge and learn from the bottom-up and horizontally through management that foster both innovation models.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Ioannis G. Koliousis, Stratos Papadimitriou, Elena Riza, Peter J. Stavroulakis, Vangelis Tsioumas〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Maritime clusters formulate appealing objects of study, for many viewpoints. At the same time, the theory is not homogenous nor compartmentalized, although some main themes do seem to be prevalent. The latter include innovation, competitiveness, strategy, and policy. Through an inclusive analysis of the literature, data mining is attempted within this body of knowledge. A dominant instance within the literature is the existence of a strategic case, along with the fact that this is rooted within a recurring constellation of topics vested within strategic management. These occurrences are categorized per generic premise, according to a coding protocol. The data is then adjusted into dichotomous variables, to investigate dependent samples’ correlation. The aim of this methodology is to examine association between the categorical variables of academic impact and the presence of a strategic case. The results of the analysis are statistically significant. This research can provoke novel directions with respect to strategic and tactical decision making, for academia and practice. In addition, this work provides a rudimentary inventory of the literature of maritime clusters, that can aid the formulation and investigation of further statistical hypotheses.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Mischa Young, Steven Farber〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Convenience and low prices have enabled ride-hailing companies, such as Uber and Lyft, to position themselves amongst the most valuable companies within the transportation sector. They now account for the lion share of activities in the platform economy and play an increasing role within our cities. Despite this, very little is known about the type of people that use them, nor the purpose and timing of trips. In addition to this, their effect on other modes, such as taxis and public transit, remains, for the most part, widely unexplored. By comparing the socioeconomic and trip characteristics of ride-hailing users to that of other mode users, we find ride-hailing to be a wealthy younger generation phenomenon. While our results show that ride-hailing is too minute and inconsequential to influence the ridership level of other more substantial modes of travel overall, when considering specific market segments, the rise of ride-hailing corresponds to a significant decrease in taxi ridership and a rise in active modes of travel. Moreover, due to the specific age, timing, and purpose of our subsample, we believe that ride-hailing may effectively reduce drunk-driving, and are convinced that as this mode increases in importance in the future, it will have a much more pronounced effect on the level of ridership of other modes as well.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 27 December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Zhinan Wang, Alan L. Porter, Xuefeng Wang, Stephen Carley〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Technological Convergence (TC) reflects developmental processes that overlap different technological fields. It holds promise to yield outcomes that exceed the sum of its subparts. Measuring emergence for a TC environment can inform innovation management. This paper suggests a novel approach to identify Emergent Topics (ETopics) of the TC environment within a target technology domain using patent information. A non-TC environment is constructed as a comparison group. First, TC is operationalized as a co-classification of a given patent into multiple 4-digit IPC codes (≥2-IPC). We take a set of patents and parse those into three sub-datasets based on the number of IPC codes assigned 1-IPC (Non-TC), 2-IPC and ≥3-IPC. Second, a method is applied to identify emergent terms (ETs) and calculate emergence score for each term in each sub-dataset. Finally, we cluster those ETs using Principal Components Analysis (PCA) to generate a factor map with ETopics. A convergent domain – 3D printing – is selected to present the illustrative results. Results affirm that for 3D printing, emergent topics in TC patents are distinctly different from those in non-TC patents. The number of ETs in the TC environment is increasing annually.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Dalmo Marchetti, Peter F. Wanke〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Meta-analysis is a statistical method used to make a systematic review of the literature to integrate the results of a series of studies. It is increasingly adopted in social sciences but according to our best knowledge used for the first time to aggregate and contrast findings on rail transport efficiency. The experiment adopted a permutation test to evaluate the influence of variables discussed in the literature in the mean efficiency scores. The results suggest that railways located in Japan and in the US have characteristics that push them toward increasing efficiency. The passenger rail systems reached significantly higher estimates than conventional cargo systems. Estimates from parametric and nonparametric models showed significant difference, while from nonparametric models including Data Envelopment Analysis (DEA) and from Network DEA did not. The number of variables and the ratio between the number of decision making units and the number of variables employed significantly influenced the scores. Unexpectedly, different data structures did not. Validation methods are presented. Public policies based on the empirical results are commented.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Sandip Chakrabarti, Gary Painter〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Residential mobility rates in the U.S. have been in steady decline. Most notably, between 2005 and 2013, one-year intercity migration rate for immigrants has decreased by 0.7 percentage-points, compared to a 0.2 percentage-point decline for the U.S.-born population. Literature on urban implications of geographic mobility suggests that consideration of migration trends, or population flows, can improve urban planning, including transportation. Our research focuses on recent immigrants, a group that significantly contributes to public transit ridership in the U.S. In this study, we analyze the influence of the annual average in-migration rate of recent immigrants to various urban areas from within the country on transit ridership changes across the urban areas between 2008 and 2013. We also compare this effect with the effect of annual average in-migration rate of new immigrants to various urban areas from foreign countries. While the average effect of inflow of new foreign migrants on transit demand is suggested in the literature, distinguishing the transit demand of immigrants that are not movers and those that are movers from various locations remains unexplored.〈/p〉 〈p〉We derive migration flows from the American Community Survey microdata, and transit ridership from the U.S. National Transit Database. We perform geospatial analysis to overcome several constraints that make exploration of the migration-transportation connection difficult, particularly the lack of uniformity in geographic boundaries used for data presentation across and within government agencies, and over time.〈/p〉 〈p〉Our results indicate that consideration of domestic in-migration rates of recent immigrants can improve transit demand forecasting. As past literature has found, recent immigrants are highly likely to use transit. Recent immigrant migrants that have arrived directly from another country are even more likely to use transit. Interestingly, recent immigrants that move to a metropolitan area from another location in the U.S. are relatively less likely to use transit. Among domestic migrants, however, those that move to cities undergoing large increase in transit service relative to population are more likely to use transit. High population and transit stop density of both previous and current cities seem to positively affect transit mode choice for commute trips of recent immigrant movers. Declining inter-urban mobility among recent immigrants can indeed alter future transit demand trends. Transit agencies should not treat recent immigrants as a monolithic group. Consideration of the migration patterns of various types of recent immigrants, and factors that determine those patterns, can improve demand forecasting and planning.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: March 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 140〈/p〉 〈p〉Author(s): Shih-Chih Chen, Chieh-Peng Lin〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉With the prevalence of Internet, social media has become an important means for online marketing events. Individuals and companies both create fan pages on online platforms and develop business opportunities using social media. While many past studies have investigated social media, few have mentioned the effects of social media marketing activities. This study proposed the effects of social media marketing activities on continuance intention, participation intention and purchase intention via the mediation of social identification, perceived value, and satisfaction. To empirically test the effects of social media marketing activities, this study conducted an online survey on 502 social media users for data analysis. The analytical results indicated that social media marketing activities indirectly affect satisfaction through social identification and perceived value. At the same time, social identification and perceived value directly affect satisfaction that then influences continuance intention, participation intention and purchase intention. Finally, the academic and management implications based on the empirical results of this study are provided as references for the improvement of social media marketing.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): 〈/p〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Jianwei Dang, Byeongwoo Kang, Ke Ding〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Technical standards in the mobile communications industry have been developed from national to regional and from regional to global. In the current era, global standards in the industry have enabled the formation of a single global market. However, because standard essential patents (SEPs) are territorial given the nature of the patent system, they can function as an opportunity or a threat depending on whether or not they are protected in countries of interest. This paper investigates how W-CDMA and LTE SEPs are globally distributed. From the analysis, the current study discovers SEP owners' strategies, future opportunities, and threats in their international businesses.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Jooyoung Kwak, Yue Zhang, Jiang Yu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Although existing studies have connected the emergence and development of e-commerce with infrastructure, culture, and regulations, we approach technological and platform acceptance from the perspective of legitimacy building. In our study, legitimacy is categorized into market, relational, and social legitimacy, and the link between each type of legitimacy and acceptance is explored. We select the case of Alibaba and argue that Alibaba was especially competent in building legitimacy. Alibaba's continuous efforts to build legitimacy facilitated platform evolution despite its exposed weakness in intellectual property rights. These efforts rendered Alibaba as a de facto standard e-business model. This research suggests that any firm that wants market acceptance for its platform or e-commerce technology should focus more on building legitimacy among stakeholders than on anything else.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): 〈/p〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Eran Ben-Elia, Itzhak Benenson〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Equity is a critical dimension of accessibility assessment related to changes in transportation investments. We estimate equity based on a spatially-explicit computation of door to door travel times, in the metropolitan area, by car and by public transit at a resolution of individual buildings as origin and destination pairs. The Gini index and two new developed indices – the absolute and normalized accessibility loss are applied to evaluate the equity effects related to changes in the transit service. The method is tested in a case study of a recent bus line reform in the Metropolitan area of Tel Aviv highlighting areas where job accessibility by transit improved or declined. The implications of equity assessments for transportation planning and the assessment of infrastructure investments are further discussed.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: Available online 13 December 2018〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change〈/p〉 〈p〉Author(s): Marine Tanguy, Vishal Kumar〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Contemporary research into future cities tends to focus on technology, architecture and infrastructure. However, this study highlights the importance of public art projects for our future cities. Very little empirical evidence and academic studies exist to determine whether or not public art is core to the life and demand of citizens. Using a hybrid 〈strong〉contingent valuation〈/strong〉 (CV) and 〈strong〉wellbeing valuation〈/strong〉 (WV) survey approach (Bakhshi et al., 2015), we collected data at two public art initiatives organised by MTArt Agency. 60% of our sample audience were willing to pay at least £5 for the implementation of more public art in their local area, with 84% willing to pay at least £2, and 84% of our sample said regular public art initiatives would increase their wellbeing. A binary logistic regression model was then used to measure the extent to which Londoners are willing to pay for public art and which factors influenced their decision. This paper evaluates the potential financial support and desire from citizens towards public art in their cities. We find evidence to suggest that Londoners are willing to pay for more public art in their local area and discover a range of explanatory variables which influenced their decisions. We hope to add to the existing academic research by demonstrating a core need from the audience towards public art, particularly, a willingness to pay for public art projects to become an integral part of their city experience. It is important to understand the economic value of public art initiatives within smart cities context because it will allow policy makers, urban planners and developers to implement such initiatives in the future. With this innovative multi-disciplinary approach, we hope to enable arts projects to engage wider demographics, obtain stronger financial support and become a more meaningful integration into our urban realm.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: March 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 140〈/p〉 〈p〉Author(s): Hanwei Liang, Jingzheng Ren, Ruojue Lin, Yue Liu〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The development of alternative-fuel vehicles has been recognized as a promising way for emissions reduction from transportation. This study aims to develop a fuzzy group decision supporting framework for sustainability prioritization of alternative-fuel based vehicles. A criteria system which consists of thirteen evaluation criteria in environmental, economic, technological and social aspects was developed for sustainability assessment of alternative-fuel vehicles. The linear goal programming priority based Fuzzy Analytic Hierarchy Process was employed to determine the weights of the evaluation criteria for sustainability assessment of alternative-fuel vehicles, and Fuzzy Group Multi-Attribute Decision Analysis which allows multiple groups of stakeholders to participate in the decision-making process for rating the alternative-fuel vehicles with respect to the evaluation criteria was developed for sustainability prioritization of alternative-fuel vehicles. Three alternative-fuel based vehicles including compressed natural gas based, liquid petroleum gas based, and biodiesel based vehicles were studied by the developed method, and the sustainability sequence of these three scenarios from the most sustainable to the least is biodiesel based vehicle, compressed natural gas based vehicle and liquid petroleum gas based vehicle, thus, China's administration should give the first priority to biodiesel based vehicle under the current context of China. The results were validated by the fuzzy TOPSIS method, and sensitivity analysis was also carried out to test the effects of the weights of the evaluation criteria on the sustainability order of the three alternative-fuel based vehicles.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Chunqin Zhang, Yong Liu, Weite Lu, Guangnian Xiao〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The evaluation method consisting of partial least square (PLS) and structural equation model (SEM) is proposed to measure public transport passenger satisfaction as it systematically analyzes public transport service satisfaction. Taking into account the characteristics of Chinese public transport services, we modify the American customer satisfaction theory and construct the conceptual model of passenger satisfaction index (PSI). The measurement model of PSI is established based on PLS-SEM. Based on the passenger satisfaction data covering 58 Chinese public transport operators of 13 cities, an empirical analysis was carried out. Conclusions are summarized as follows: ① The convenience, safety, reliability, comfort and operational service, which are belonged to passenger perceived quality, have a significant direct positive effect on the passenger satisfaction. ② The correlations between passenger expectations, passenger perceived value, passenger loyalty and passenger satisfaction are all significant direct positive. ③ The correlations between passenger satisfaction, passenger loyalty and passenger complaint are all direct negative. ④ Passenger satisfaction index score of 13 cities is as low as 68.88. According to the results, some feasible suggestions are proposed from perspectives of both the enterprise operation and industry regulation to improve the healthy and orderly development of public transport industries.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Joachim Scheiner, Oliver Huber, Stefan Lohmüller〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉The paper studies the factors that contribute to understand children's independent travel – i.e. not being escorted by an adult – to and from primary school in Germany. Binary logit regression is employed, and the data used are taken from a survey among parents of children in seven schools in a medium-sized suburban town. This is the first paper from Germany that simultaneously looks at the full range of dimensions that may help understand children's independent travel: (1) trip characteristics, (2) child characteristics, (3) the household context, (4) subjective concerns, attitudes and perceptions, (5) the transport environment, (6) the built environment and (7) the social environment. In contrast to the majority of studies in the field, an attempt was made to capture a holistic picture of the transport and land-use environment along the route, while at the same time some key attributes of the route were used as separate variables. Perhaps the most notable contribution to research is the distinct differences that we found between outward and return trips. While the morning trip was characterised by distinct impacts of the built and transport environment, most variables turned out insignificant in the afternoon model. Conversely, more attitudinal dimensions turned out significant in the return trip. Some of our findings are clearly relevant for policy. For instance, traffic calming is associated with higher levels of independent travel, while routes characterised by industry and trade, high-speed roads, and zebra-crossings that need to be crossed are associated with lower levels of independent travel. The effects of perceptions and attitudes we find can be taken as starting points for soft policies such as awareness campaigns or traffic education.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: March 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 140〈/p〉 〈p〉Author(s): Yu Cui, Yamin Zhang, Jingjing Guo, Hao Hu, Hua Meng〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Based on upper echelon theory, this study investigates the relationship between the knowledge heterogeneity of top management teams and the financial performance of Chinese IT-listed companies. Moreover, we explore the moderating role of the ownership structure on the above relationship. The results indicate that overseas background heterogeneity, functional experience heterogeneity and financial performance are significantly and positively correlated, while academic background heterogeneity is significantly and negatively correlated with financial performance. However, the effects of management experience heterogeneity, financial background heterogeneity, and political background heterogeneity on financial performance are not significant. Moreover, ownership as a moderating variable improved the significance level among overseas background heterogeneity, functional experience heterogeneity and financial performance. Based on these findings, the implications for how to optimize the knowledge structure of top management teams are discussed.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Kenneth A. Perrine, Michael W. Levin, Cesar N. Yahia, Melissa Duell, Stephen D. Boyles〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Traffic control systems, including signal controllers, sensors, and centralized coordination software, all have the capacity to be vulnerable to malicious attacks. Although several studies on outages, attacks, and cybersecurity have been conducted in the literature, the effects of district-wide attacks on signals have not been specifically studied in-depth. There is a need for risk assessments to be conducted to establish resilient policies within traffic operations agencies. A key factor in assessing risk is in gaining an idea of the hypothetical impact of an outage. In this preliminary study, a dynamic traffic assignment network is used to model a central business district, where traffic signal-controlled intersections are cyberattacked and selectively disabled (effectively replaced with four-way stops). In one scenario, total delay is multiplied 4.3 times when 26 signals are chosen and disabled according to maximum, decreasing intersection traffic volume. In scenarios where the attacker prioritizes the selection of signals by maximizing the number of travelers affected, 7 signals are needed to exert the same impact.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: March 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 140〈/p〉 〈p〉Author(s): Yuandong Gu, Hong Zhang, Wenli Zhou, Weiguo Zhong〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study linked top executives' values to firm charitable donation behaviors. Based on a unique database which combined native place of chairmen of listed companies in China and provincial level regional culture data in China, we find that: firms with chairmen from provinces with stronger humane orientation and collectivism orientation will be more likely to donate, and the donation amount will be greater; while firms with chairmen from provinces with stronger assertiveness will be less likely to donate and the donation amount will be less. Further analysis indicates that top executives' hometown identity, which is the consistency between the chairman's native place and the listed company's registration place will significantly moderate the relationship between top executives' values and firm donation. The higher hometown identity of top executives, the positive correlations between collectivism and firm donation will be stronger, while the negative correlation between assertiveness and firm donation will be weaker. This paper has implications for upper echelons theory, research on top managers' value and firm social responsibility research.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Volodymyr Bilotkach, Kai Hüschelrath〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In the last two decades, airline alliances were not only successful in extending the size of their networks, but also received approvals by public authorities to intensify their cooperation up to merger-like revenue-sharing joint ventures (JVs). We empirically investigate the impact of the implementation of such joint ventures on both the respective airlines’ network structure and their productive efficiency. Using U.S. DOT T100 International Segment data and applying airline-market fixed effects models, we find that joint ventures – compared to services with a lower degree of cooperation – lead to a 3–5 percent increase in seat capacity between the respective partner airlines’ hub airports; however, this is done at the expense of services elsewhere in the network. Productive efficiency, as measured by load factors, is found to be 0.5–5 percent lower for joint venture routes compared to routes operated under antitrust immunity only. We use our empirical results to discuss implications for the balancing of competition and cooperation in transatlantic airline markets.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 120〈/p〉 〈p〉Author(s): Richard Mounce, John D. Nelson〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉City transport systems often struggle to cope with high volumes of traffic and become congested, despite the use of various traffic management strategies. The concentration of traffic around city centres results in pollution and poor urban air quality, although the increasing popularity of electric vehicles is helping ameliorate these effects. One reason for the growing momentum behind electric vehicles is the emergence of mobility operators such as car-sharing companies, who target users wishing to rent out vehicles on a short-term basis. There is currently rapid growth in one-way car-sharing, in which the vehicle can be dropped off at a different location to the pickup point. Crucially, one-way car-sharing gives the opportunity for travellers to utilise car-sharing in conjunction with other modes, such as public transport modes, for their journey provided the requisite intermodal connections are present. This paper looks at how one-way electric vehicle car-sharing systems have the potential to become important components of future city transport systems. The future role of shared autonomous vehicles is also considered.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Kwai-Sang Chin, Qiang Yang, Catherine Y.P. Chan, Kwok L. Tsui, Yan-lai Li〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉This study aims to propose a methodology for understanding the needs of passengers of the second-class cabins of high-speed rails (HSRs) in China. Addressing these needs is important to improve service quality and passenger satisfaction. We initially utilize the most important and also the first step of quality function deployment (QFD) to collect and organize data. Multiple methods, including scene deployment/〈em〉gemba〈/em〉, social media analysis, and critical incident approach, are used to collect the voice of the customer (VOC). With aid of the VOC table (VOCT), the collected VOC is interpreted from passengers’ perspective and deployed as need items, which are grouped into passenger needs using the technique of affinity diagramming. To determine which of the passenger needs are important, we present the need items in a questionnaire in the form of pairwise comparison to obtain the opinion of frequent passengers. The collected responses are processed with the interval-valued analytic hierarchy process (AHP) to obtain the relative importance of the needs. 〈em〉Comfortable seat〈/em〉, 〈em〉sensory comfort〈/em〉, and 〈em〉proper luggage storage〈/em〉 are identified as the major concerns of passengers. The obtained results should serve as valuable reference for planning and improving the design of cabin interiors and the quality of passenger service of HSRs in China. The study also provides a method for understanding customers’ needs related to the infrastructure and facilities of rails and those of other modes of public transportation.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Heike Link〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Based on a 12 years panel data set for franchised regional rail services, this paper studies the impact of including service quality into an analysis of efficiency differences between the German public transport authorities (PTAs) in using their available public funds. The analysis employs a two-stage efficiency analysis with a Data Envelopment Analysis (DEA) in the first stage and a Tobit panel model in the second stage. Both a base model with conventional output variables and a model which includes additional indicators of service quality provide robust results regarding the factors which explain efficiency differences between PTAs. PTAs with a higher share of tendering, a higher share of gross contracts and longer and smaller contracts were more efficient than others, with the effect being even stronger when including quality of service indicators. A further finding is the change of PTA’s ranking when including quality of service. Therefore, neglecting quality of service and restricting efficiency analysis to conventional output measures might result in misleading policies.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Nooree Kim, Yuri Park, Daeho Lee〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉It is important to examine the factors whereby consumers adopt on-demand services, particularly the factors related to consumer safety, to obtain the sustainable growth of on-demand services. Because consumers face physical risks as they confront service providers in person when using these on-demand services, unlike with traditional online services. This paper analyzed the effect of the level of face-to-face interaction between consumer and service provider with the adoption of on-demand services using an extended technology acceptance model. The result shows that the effects of the factors including perceived safety on adoption of on-demand services was different according to the type of on-demand services classified by the level of face-to-face interaction.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Merika Anna, Triantafyllou Anna, Zombanakis George〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Shipping and related activities account for a considerable proportion of Greek GDP, rendering proceeds from shipping sector activities indispensable for the Greek economy, especially during the ongoing economic crisis. This study focuses on the mitigating impact of wage regulation and tax uncertainty in Greece upon net receipts from shipping. Using quarterly data for 2002–2017 and employing the General Method of Moments, we find a substantially negative effect on net receipts from shipping as a result of waning wage competitiveness, with the tonnage tax-rate increase aggravating the problem. Our results point to two major policy conclusions: First, excessive wage increases over and above those provided for in international agreements erode the competitiveness of Greek shipping. Second, the pioneering tonnage-based taxation framework of Greece, which has contributed to securing Hellenic shipping a roughly 50% market share in the EU and 16.7% in the world, should by no means be challenged. Given the ease of relocation and the antagonistic fiscal incentives provided in rival shipping centers, the tonnage tax system must be left intact and even be used as a model to help boost the competitiveness of the entire EU fleet.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Domingo Penyalver, Mateu Turró, John B. Williamson〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉 〈p〉Cost-benefit analysis is essential for decision-making in connection with major transport projects and integrated investment programmes. Projects of transport infrastructure have traditionally been publicly promoted and managed, but funded through both public and private sources. While budget allocations are always somehow present, the financing of the project may involve private participation, including user fees and loans of various types. Actually, management models involving private actors have been increasingly used in recent decades. The background supporting this trend is that private ingenuity and expertise in dealing with risk improves overall project efficiency enough to compensate for the additional expenditure generated by these models. In addition, the government promoting the investment may use private finance as a mechanism to place it off-budget.〈/p〉 〈p〉Current methods of project appraisal, in particular cost-benefit analysis, look at actions from the point of view of today’s society. Decision makers usually determine the financing formula after the decision to build has been adopted, which should ideally follow a positive conclusion on the efficiency of the project. But the financing formula has an impact across the successive generations of users and/or taxpayers that will end up footing the bill stemming from the investment. This paper actually highlights the importance of looking closely at the intergenerational effects of the adopted financing mechanism to ensure its fairness and convenience. It describes the outcomes obtained from the analysis of the intergenerational impacts performed with IREM –a model developed precisely to analyse these effects – to a set of urban public transport infrastructure projects. The IREM results show that public-private partnerships, although often entailing a substantial increase of the public expenditure linked to these projects compared to conventional procurement mechanisms, are typically better in terms of intergenerational fairness. This conclusion cannot be extended to all PPPs, as it depends on the alternative public sector funding, but it is a strong argument in favour of including in the Value for Money analysis of PPPs, besides the standard efficiency and financial considerations, an analysis of the intergenerational effects of the different procurement options and to compare these effects with those of the purely public financing alternative.〈/p〉 〈/div〉 〈/div〉

Description: 〈p〉Publication date: January 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Transportation Research Part A: Policy and Practice, Volume 119〈/p〉 〈p〉Author(s): Hua Wang, De Zhao, Qiang Meng, Ghim Ping Ong, Der-Horng Lee〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉In the recent decade, electric vehicles (EVs), as a clean and cost-effective transport means, are paving the way to replace conventional gasoline vehicles. To facilitate wider adoption of EVs, corresponding charging infrastructures have to be established first. In this paper, we propose a four-step method to deploy normal and fast charging stations that can satisfy the charging demand of private EVs, 1-shift and 2-shift EV taxis in a mature city. The proposed four-step method provides an easy-to-implement procedure for charging demand estimation and distribution. First, we derive the charging frequency and type of charging facilities for each type of EVs based on their technical specifications and operational characteristics. Then, total demand for normal and fast charging facilities can be generated by using up-to-date transport statistics, and these demand is allocated to various charging sites (car parks or petrol stations) based on spatial distribution of EVs. Given the average daily engaged working hours of a charger, service capacity at each charging station is thus determined. A case study of Singapore is put forward in the end and a scenario analysis is conducted to demonstrate the impact of driving range.〈/p〉〈/div〉 〈/div〉

Description: 〈p〉Publication date: February 2019〈/p〉 〈p〉〈b〉Source:〈/b〉 Technological Forecasting and Social Change, Volume 139〈/p〉 〈p〉Author(s): Hidemichi Fujii, Shunsuke Managi〈/p〉 〈div xml:lang="en"〉 〈h5〉Abstract〈/h5〉 〈div〉〈p〉Sustainable green technology is an important contributor to creating a sustainable society by simultaneously promoting environmental protection and economic development. This study examines the determinants of sustainable green technology invention in China, with a focus on the differences in green technology development priorities in each five-year plan period. This study uses patent publication data in a patent decomposition analysis framework. We find that sustainable green patent publications increased due to efficiency improvements, the prioritization of sustainable green patents, an increased R&D expenditure share and economic growth, especially during periods of gradual economic development in China. Additionally, we find that the relative priority of R&D shifted from renewable energy technology to pollution abatement and other sustainable green technology in the 12th five-year plan. The different R&D priority trends for sustainable green technologies among the five-year plans can be used to formulate effective policies that promote sustainable green technology invention.〈/p〉〈/div〉 〈/div〉