Racial Disparities in Job Finding and Offered Wages

The extent to which discrimination can explain racial wage gaps is one of the most divisive subjects in the social sciences. Using a newly available dataset, this paper develops a simple empirical test which, under plausible conditions, provides a lower bound on the extent of discrimination in the labor market. Taken at face value, our estimates imply that differential treatment accounts for at least one third of the black-white wage gap. We argue that the patterns in our data are consistent with a search-matching model in which employers statistically discriminate on the basis of race when hiring unemployed workers, but learn about their marginal product over time. However, we cannot rule out other forms of discriminationdiscrimination; wage gaps; race

The Plight of Mixed Race Adolescents

Over the past 40 years, the fraction of mixed race black-white births has increased nearly nine-fold. There is very little empirical evidence on how these children fare relative to their single-race counterparts. This paper describes basic facts about the behaviors and outcomes of black-white mixed race individuals. As one might expect, on a host of background and achievement characteristics as well as adult outcomes, mixed race individuals fall in between whites and blacks. When it comes to engaging in risky and anti-social adolescent behavior, however, mixed race adolescents are stark outliers compared to both blacks and whites. We argue that these behavioral patterns are most consistent with a two-sector Roy model, in which mixed race adolescents – not having a predetermined peer group – engage in more risky behaviors to be accepted.mixed race; biracial; black white race; adolescent behavior

Energy gaps in quantum first-order mean-field-like transitions: The problems that quantum annealing cannot solve

We study first-order quantum phase transitions in models where the mean-field traitment is exact, and the exponentially fast closure of the energy gap with the system size at the transition. We consider exactly solvable ferromagnetic models, and show that they reduce to the Grover problem in a particular limit. We compute the coefficient in the exponential closure of the gap using an instantonic approach, and discuss the (dire) consequences for quantum annealing.Comment: 6 pages, 3 figure

Developments in Wood and Packaging Materials Life Cycle Inventories in ecoinvent (9 pp)

Goal, Scope and Background: This paper gives an overview on how the wood and packaging material production is inventoried in ecoinvent. Packaging materials have been a very important topic in the area of Life Cycle Assessment for more than twenty years. Wood is the most important renewable material and regenerative fuel used worldwide, and an important raw material for paper / board. Several methodological problems arising when inventorying wood for material and energetic uses in a generic database are discussed in more detail. Within the ecoinvent project, the Swiss data base for life cycle inventory data, two reports are dedicated to these two important topics report No. 9 for wood and report No. 11 for packaging materials. Methods: The whole wood chain has been modeled in a consistent way. This allows one to use this data for LCAs of building materials, bioenergy or paper production. The data represent average technologies used in Central Europe in the year 2000. A revenue-based co-product allocation approach is used for the different outputs. Correction factors are introduced for the consistent modeling of mass-based, material inherent wood properties such as solar energy, carbon uptake and land use. For packaging materials, the datasets represent European average data for the most often used materials as well as specific datasets for the production of actual packaging boxes and containers. Results and Discussion: For wood, revenue-based allocation and the use of the correction factors for mass-related wood properties are shown and explained. For packaging materials, the importance of the raw material wood to the total load is shown. Furthermore trends in the data inventories for board packaging materials over the last two decades are discussed: mainly due to the increased comprehensiveness of the data, higher cumulative emissions can be observed. Conclusion: For wood, the database ecoinvent provides consistent datasets for the entire chain from forestry to intermediate products such as timber, different types of wood-based boards, chips, pellets, etc. For packaging materials, the number of datasets of basic materials has been extended. A modular concept for actual packaging container datasets allows the user an easy modeling of various types of packaging containers/boxes. In the area of paper and board, a comprehensive database for the production of various types of pulp, paper and board is provided, which is representative for the average European production situation. Outlook: Since wood is only limited and representative data for Europe is therefore not included, an update in the near future would be reasonable. Possible further extensions in the future could include various, final wooden products. For the data on paper/board, different levels of quality are observed, requiring a selective up-date of these data. Future extensions could include datasets for the import of pulp from overseas especially from South America and Canad

Midterm results of endovascular stent graft treatment for descending aortic aneurysms including high-risk patients

Methods: 21 patients (17 men, 4 women; mean age 66.1 years, range 29-90 years) with 15 true aneurysms, and 6 type B-dissections were treated by implantation of a TalentTM Endoluminal Stentgraft System from February 2000 to July 2003. In 3 cases it was necessary to overstent the left subclavian artery, in 1 case to overstent the left common carotid

Traffic noise in LCA: Part 1: state-of-science and requirement profile for consistent context-sensitive integration of traffic noise in LCA

Background, aim, and scope: According to some recent studies, noise from road transport is estimated to cause human health effects of the same order of magnitude as the sum of all other emissions from the transport life cycle. Thus, ISO 14′040 implies that traffic noise effects should be considered in life cycle assessment (LCA) studies where transports might play an important role. So far, five methods for the inclusion of noise in LCA have been proposed. However, at present, none of them is implemented in any of the major life cycle inventory (LCI) databases and commonly used in LCA studies. The goal of the present paper is to define a requirement profile for a method to include traffic noise in LCA and to assess the compliance of the five existing methods with this profile. It concludes by identifying necessary cornerstones for a model for noise effects of generic road transports that meets all requirements. Materials and methods: Requirements for a methodological framework for inclusion of traffic noise effects in LCA are derived from an analysis of how transports are included in 66 case studies published in International Journal of Life Cycle Assessment in 2006 and 2007, in the sustainability reports of ten Swiss companies, as well as on the basis of theoretical considerations. Then, the general compliance of the five existing methods for inclusion of noise in LCA with the postulated requirement profile is assessed. Results: Six general requirements for a methodological framework for inclusion of traffic noise effects in LCA were identified. A method needs to be applicable for (1) both generic and specific transports, (2) different modes of transport, (3) different vehicles within one mode of transport, (4) transports in different geographic contexts, (5) different temporal contexts, and (6) last but not least, the method needs to be compatible with the ISO standards on LCA. One of the reviewed methods is not specific for transports at all and two are only applicable for specific transports. The other two allow generic and specific road transports to be assessed. The methods either deal with road traffic noise only or they compare noise from different sources, ignoring the fact that not only physical sound levels but also the source of sound determines the effect. Three methods only differentiate between vehicle classes (lorries and passenger cars) while one method differentiates between specific vehicles of the same class. Four of the methods consider the geographic context and three of them differentiate between day- and nighttime traffic. Discussion: None of the existing methods for traffic noise integration in LCA complies with the proposed requirement profile. They either lack the genericness for a wide application or they lack the specificity needed for differentiations in LCA studies. There is no method available that allows for appropriate inter- or intramodal comparison of traffic noise effects. Thus, the benefit of the existing methods is limited. They can, in the better cases, only demonstrate the relative importance of road or rail traffic noise effects compared to the nonnoise-related effects of transportation. Conclusions: Currently, none of the major LCI databases includes traffic noise indicators. Thus, noise effects are usually not considered in LCA studies. We introduce a requirement profile for methods that allow the inclusion of noise in LCI. Due to the estimated significance of noise in transport LCA, this inclusion will change the overall results of many LCA studies. None of the existing methods fully complies with the requirement profile. Two of the methods can be modified and extended for inclusion in generic LCI databases. A third model allows for intermodal comparison. From an LCA perspective, all methods include weaknesses and need to be amended in order to make them widely usable. Recommendations and perspectives: In part 2 of this paper, an in-depth analysis of the promising methods is provided, improvement potential is evaluated, and a new context-sensitive framework for the consistent LCI modeling of noise emissions from road transportation is presented. Appropriate methods for modeling rail and air traffic noise will have to be developed in the future in order to arrive at a methodological framework fully compliant with the requirement profile. Furthermore, future research is needed to identify appropriate methods for impact assessmen

Traffic noise in LCA: Part 2: Analysis of existing methods and proposition of a new framework for consistent, context-sensitive LCI modeling of road transport noise emission

Background, aim, and scope: An inclusion of traffic noise effects could change considerably the overall results of many life cycle assessment (LCA) studies. However, at present, noise effects are usually not considered in LCA studies, mainly because the existing methods for their inclusion do not fulfill the requirement profile. Two methods proposed so far seem suitable for inclusion in generic life cycle inventory (LCI) databases, and a third allows for inter-modal comparison. The aim of this investigation is an in-depth analysis of the existing methods and the proposition of a framework for modeling road transport noise emissions in LCI in accordance to the requirement profile postulated in part 1. Materials and methods: This paper analyzes three methods for inclusion of traffic noise in LCA (Danish LCA guide method, Swiss EPA method, and Swiss FEDRO method) in detail. The additional basis for the analysis are the Swiss road traffic emission model "SonRoad,” traffic volume measurements at 444 sites in the Swiss road network, vehicle-type-specific noise measurements in free floating traffic situations in Germany, and noise emission measurements from different tires. Results: The Danish LCA guide method includes a major flaw that cannot be corrected within the methodological concept. It applies a dose-response function valid for average noise levels of a traffic situation to maximum noise levels of single vehicles. The Swiss FEDRO method is based on an inappropriate assumption since it bases distinctions of specific vehicles on data that do not allow for such a distinction. Noise emissions cannot be distinguished by the make and type of a vehicle since other factors, especially the tires, are dominant for noise emissions. Several problems are also identified in the Swiss EPA method, but they are not of a fundamental nature. Thus, we are able to base a new framework for vehicle and context-sensitive inclusion of road traffic noise emissions in LCI on the Swiss EPA method. We show how specific vehicle classes can be distinguished, how the influence of different tires can be dealt with, and what temporal and spatial aspects of traffic need to be distinguished. Discussion: While the Danish LCA guide method and the Swiss FEDRO method are not suitable for our purpose, the Swiss EPA method can be used as a basis to better meet the requirement profile identified in Part 1 of this paper. The proposed method for consistent, context-sensitive modeling of noise emissions from road transports in LCI meets all the requirements except that it is restricted to road transport. Conclusions: We show limitations of the existing methods and approaches for improving them. Our proposed model allows for a more specific consideration of the various vehicles and contexts in terms of space and time and thus in terms of speed and traffic volume. This can be used on one hand for a consistent, context sensitive assessment of different vehicles in different traffic situations. On the other hand, it also allows for an inclusion of noise in LCA of transports on which only very little is known. This new LCI model meets five of the six requirements postulated in Part 1. Recommendations and perspectives: In a next step, additional noise emissions due to additional traffic needs to be calculated based on the proposed framework and national or regional traffic models. Furthermore, the consideration of noise from different traffic modes should be addressed. The approach presented needs to be extended in order to make it also applicable for rail and air traffic noise, and the methods need to be implemented in LCI databases to make them easily available to practitioners. Furthermore, suitable impact assessment methods need to be identified or developed. They could base on the proposals made in the Swiss EPA and in the Swiss FEDRO method

XCS Classifier System with Experience Replay

XCS constitutes the most deeply investigated classifier system today. It bears strong potentials and comes with inherent capabilities for mastering a variety of different learning tasks. Besides outstanding successes in various classification and regression tasks, XCS also proved very effective in certain multi-step environments from the domain of reinforcement learning. Especially in the latter domain, recent advances have been mainly driven by algorithms which model their policies based on deep neural networks -- among which the Deep-Q-Network (DQN) is a prominent representative. Experience Replay (ER) constitutes one of the crucial factors for the DQN's successes, since it facilitates stabilized training of the neural network-based Q-function approximators. Surprisingly, XCS barely takes advantage of similar mechanisms that leverage stored raw experiences encountered so far. To bridge this gap, this paper investigates the benefits of extending XCS with ER. On the one hand, we demonstrate that for single-step tasks ER bears massive potential for improvements in terms of sample efficiency. On the shady side, however, we reveal that the use of ER might further aggravate well-studied issues not yet solved for XCS when applied to sequential decision problems demanding for long-action-chains