The job design happiness scale (JDHS)

The purpose of this article aims to identify the factors that individuals consider necessary to be happy in their job. Based on these factors, a measure of job design happiness is proposed. Two methods were applied, (1) a qualitative study with content analyses (n=969) to develop an exploratory questionnaire and (2) exploratory and confirmatory factor analysis by applying structural equations models. In this second study the questionnaire was sent to a second sample (n=1079). Five first-order factors were identified: Self-fulfillment; Group Working, Attaining Goals; Leadership and Sustainability and Job/Family Balance. These factors are explained by a second order factor: Job Design Happiness. Further research is needed to determine how the identified ‘job design happiness’ components may interact with one another. Testing the measure of different industries and national cultures is also suggested. Managers and human resources practitioners can improve job and organizational performance by applying the scale in several moments in time measuring the job happiness ‘pulse’, monitoring their decisions. Research on organizational happiness has been increasing but instruments to measure job design happiness, considering organizational factors, are limited.info:eu-repo/semantics/acceptedVersio

Economic crisis effects on SME dynamic capabilities

Based on dynamic capabilities theoretical framework, this research sought to understand the implications of the recent economic crisis on the capability of developing new products by Portuguese SMEs. Specifically, we assessed how this capability was affected by variables such as entrepreneurship, innovation capacity, the knowledge accumulation, and partnerships. The hypotheses were tested using two samples, one before the crisis, with 180 and another with 105 respondents, applied during the crisis (2012). Results reveal that during the crisis SMEs were more objective and effective in the use of their resources and capabilities. In particular, was found that during the crisis the entrepreneurship, innovation capacity, accumulation of knowledge and partnerships, have an impact on the capability of developing new products. Before the crisis, only entrepreneurship and knowledge accumulation have affected this capability.info:eu-repo/semantics/acceptedVersio

Carbon Dioxide Capture and Storage (CCS) - Liability for Non-permanence under the UNFCCC

Prior to CoP 10, our discussion paper ?On the Integration of Carbon Capture and Storage into the International Climate Regime? argued that carbon capture and storage (CCS) was similar to carbon sequestration in the area of Land Use, Land-Use Change and Forestry (LULUCF). This was criticized by several readers who observed that treating CCS as a removal activity (sink) would not be compatible with the UNFCCC sink definition, what we already had mentioned in the paper. The present paper is based on the UNFCCC definition and analyses how CCS could be integrated into the climate regime. As CO2 may re-enter the atmosphere after injection into geological reservoirs, the question of long-term liability has to be considered. Apart from this aspect, additional complexities arise from the fact that CO2 capture and storage can be carried out in two different countries. A classification of CCS cross-border activities shows that not all cases with non-Annex I participation fall under the CDM. Furthermore, we elaborate on the problem that seepage of CO2 from reservoirs located in non-Annex I countries – under current rules – would not be subtracted from the emission budget of any country. For these cases, solutions guaranteeing liability for possible non-permanence of CCS are proposed

On the Integration of Carbon Capture and Storage into the International Climate Regime

As GHG emissions did not decline as anticipated early of the 1990ties Carbon Capture and Storage (CCS) recently gained more and more attention as a climate change mitigation option. However, CO2 suppressed in geological reservoirs is likely to lead to future releases of the CO2 stored. This „non-permanence“ must be considered if an environmentally sound policy is desired. Against this background, the present article analyses a potential integration of CCS in the international climate regime. It is based on existing rules and modalities regarding non-permanence of sequestration in the Land use, Land-use change and Forestry (LULUCF) sector. Interestingly, the experience from LULUCF has almost completely been neglected during the discussion on CCS. We argue that CCS can only be accounted for in a transparent and comprehensive way, if it is considered a „removal“ (or „sink“) activity. This is, however, incompatible with the current UNFCCC rules and definitions. Consequently, they would have to be changed. Accounting and problems of cross-border projects are discussed. They arise due to the potential geographical separation of capture and storage site. Furthermore, an economic analysis is conducted considering the consequences of non-permanent storage. We apply the tCER approach for LULUCF projects which has already been agreed upon during the international climate negotiations. It may thus form the basis for CCS, too. The study suggests that CCS is probably not as attractive as widely claimed

An evaluation of bicycle passing distances in the ACT

To evaluate bicycle passing distances in the Australian Capital Territory (ACT), specialised passing distance measurement devices (PDMDs) were installed on a sample of 23 cyclists who ride in the ACT. Passing distance data and GPS data was collected by cyclists using the PDMDs for a four-week period, during a trial phase of a newly legislated minimum passing distance (MPD) rule. The MPD rule requires drivers to provide more than 1 metre of space when passing a cyclist on a road with a speed limit of 60 km/h or below, and 1.5 meters of space when passing a cyclist on a road with a speed limit above 60 km/h Analysis of the data collected in the study identified 16,476 passing events during 6,531 kilometres of cycling, over a period of 271 riding hours. Non-compliance with the MPD rule on roads zoned 60 km/h or less was 2.7% and the mean passing distance was 1.85 metres. On roads zoned greater than 60 km/h non-compliance was 11.2% and the mean passing distance was 1.97 metres. The degree of non-compliance varied considerably with road characteristics and location.JRR Mackenzie, JK Dutschke, G Pont

An investigation of cyclist passing distances in the Australian Capital Territory

Available online 11 March 2021In Australia, cycling hospitalisations are increasing and the cycling participation rate is stagnating. In an effort to improve cyclist safety, many Australian jurisdictions have mandated a minimum passing distance that vehicles much provide when overtaking a cyclist on a public road, including the Australian Capital Territory (ACT). However, it is not currently clear how vehicle-cyclist passing distances are affected by various parameters such as the road environment, the vehicles involved, or the speed limit. This naturalistic bicycle riding study examined data from passing distance measurement devices that were installed on the bicycles of volunteer cyclists who ride in the ACT, to explore how passing distances and compliance with the minimum passing distance were affected by several parameters. Over a four-week period, 23 volunteer cyclist participants undertook 465 journeys and travelled 6531 km over a total period of 271 h. There were 10,959 passing events identified on roads zoned greater than 60 km/h (high speed roads) of which 1349 (12.3 %) were non-compliant. On roads zoned 60 km/h or less (low speed roads) there were 5517 passing events of which 153 (2.8 %) were non-compliant. Regression analyses showed that differences in passing distance and non-compliance with the minimum passing distance were associated with road classification, bike lane presence, and speed limit. The results were mixed but, in general, passing distances were greater on roads with a lower (hierarchy) classification and on motorways as well as on roads with higher speed limits. An exception to this was roads with a speed limit of 50 km/h where passing distances were closer in comparison to roads with a speed limit of 60 km/h. Bike lanes were generally associated with an increase in passing distance except on ‘trunk’ classified roads, where a bike lane resulted in closer passing events. This suggests that on trunk roads, which are assumed to carry large amounts of traffic, bike lanes may be insufficient to offer protection to cyclists and additional measures may be required.J.R.R Mackenzie , J.K. Dutschke, G. Pont

Protection of the unhelmeted head against blunt impact: The pedestrian and the car bonnet

BACKGROUND. In recent years, increasing attention has been paid to improving car frontal design in order to minimise pedestrian injury. Many tests have been carried out using a free-flight instrumented headform projected against the car exterior. For pedestrians and other vulnerable road users, the bonnet should act as a cushion in an impact. AIMS OF THIS PAPER. General principles of bonnet design are stated. Particular attention is given to the issue of stiffness, and new implications are drawn. FINDINGS. Regarding bonnet stiffness, there is an optimum: too stiff, and the bonnet is injurious; not stiff enough, and the pedestrian’s head may bottom out, i.e., strike the very stiff structures in the engine compartment. In addition, the optimum bonnet stiffness will be different for different speeds of impact. CONCLUSIONS. There is a need for results covering the range of speeds at which serious pedestrian injuries occur. Theory does permit scaling of HIC (Head Injury Criterion) to different speeds, however, so not all speeds will need to be tested. Similar considerations apply to headform mass.T. P. Hutchinson, D. J. Searson, R. W. G. Anderson, J. K. Dutschke, G. Ponte and A. L. van den Ber