10 research outputs found
Neutrons from multiplicity-selected Au-Au collisions at 150, 250, 400, and 650 AMeV
We measured neutron triple-differential cross sections from
multiplicity-selected Au-Au collisions at 150, 250, 400, and 650 \AMeV. The
reaction plane for each collision was estimated from the summed transverse
velocity vector of the charged fragments emitted in the collision. We examined
the azimuthal distribution of the triple-differential cross sections as a
function of the polar angle and the neutron rapidity. We extracted the average
in--plane transverse momentum and the normalized
observable , where is the neutron
transverse momentum, as a function of the neutron center-of-mass rapidity, and
we examined the dependence of these observables on beam energy. These
collective flow observables for neutrons, which are consistent with those of
protons plus bound nucleons from the Plastic Ball Group, agree with the
Boltzmann--Uehling--Uhlenbeck (BUU) calculations with a momentum--dependent
interaction. Also, we calculated the polar-angle-integrated maximum azimuthal
anisotropy ratio R from the value of .Comment: 20 LaTeX pages. 11 figures to be faxed on request, send email to
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Associations of individual, household and environmental characteristics with carbon dioxide emissions from motorised passenger travel
Carbon dioxide (CO2) emissions from motorised travel are hypothesised to be associated with individual, household, spatial and other environmental factors. Little robust evidence exists on who contributes most (and least) to travel CO2 and, in particular, the factors influencing commuting, business, shopping and social travel CO2. This paper examines whether and how demographic, socio-economic and other personal and environmental characteristics are associated with land-based passenger transport and associated CO2 emissions. Primary data were collected from 3474 adults using a newly developed survey instrument in the iConnect study in the UK. The participants reported their past-week travel activity and vehicle characteristics from which CO2 emissions were derived using an adapted travel emissions profiling method. Multivariable linear and logistic regression analyses were used to examine what characteristics predicted higher CO2 emissions. CO2 emissions from motorised travel were distributed highly unequally, with the top fifth of participants producing more than two fifth of emissions. Car travel dominated overall CO2 emissions, making up 90% of the total. The strongest independent predictors of CO2 emissions were owning at least one car, being in full-time employment and having a home-work distance of more than 10 km. Income, education and tenure were also strong univariable predictors of CO2 emissions, but seemed to be further back on the causal pathway than having a car. Male gender, late-middle age, living in a rural area and having access to a bicycle also showed significant but weaker associations with emissions production. The findings may help inform the development of climate change mitigation policies for the transport sector. Targeting individuals and households with high car ownership, focussing on providing viable alternatives to commuting by car, and supporting planning and other policies that reduce commuting distances may provide an equitable and efficient approach to meeting carbon mitigation targets