Road Pricing and Older People: An In-depth Study of Attitudes, Pro-Social Values and Social Norms.

Understanding the socio-psychological mechanisms that determine the public acceptability of road pricing could be a key for its implementation in urban environments where this is a viable scenario. Studying the attitudes of older people is of particular importance due to the ageing of the populations in the industrialised democracies, the high political engagement of older people, and their vulnerability to transport-related social exclusion. Research by the present authors had previously identified that older people's beliefs about what is the normal, acceptable, or even expected choice in a particular social context (“social norms”) and their tendency to favour, more than any other age group, what is positively valued by society (“pro-social value orientation”) affect their attitudes to road pricing. The present paper aims to develop an in-depth understanding of these attitude-shaping determinants drawing on the findings of focus groups conducted in Bristol, UK. The findings suggest that there are three distinctive expressions of pro-sociality: pro-environmental values and generativity on the one hand, these two being drivers of support for road pricing, and pro-equity values on the other, which tend to drive opposition. Social norms have two particular expressions: subjective norms (i.e. norms reflecting people’s immediate social environment) and norms referring to others and society in general. Furthermore, a theory-driven thematic analysis indicates that trust in the integrity of the concept and older age as a life stage associated with ageing, retirement, lower income, mobility barriers and deteriorating health are important in how attitudes reflecting and affecting public acceptability to road pricing form

The Impact of Policy Drivers on the Logistics Supply Chain.

This report is designed to highlight the impact of policy drivers on the freight logistics supply chain. This section will define the term policy drivers and outline the different types of impacts the can have upon the logistics supply chain. In Section Two a list of policy drivers is presented, along with associated policy levers. An attempt to assess what impact each policy lever has on the logistics supply chain is made in Section Three and in Section Four a number of policies levers are selected to take forward as possible scenarios to be evaluated in the University of Leeds cost modelling work. Policy drivers are defined as broad aims, targets or statements that are considered to be desirable by the various bodies of government or non-government organisations in satisfying their overall goals such as “maximising social welfare”, “staying in power” etc... The types of policy drivers vary by organisation and may be complimentary or contradictory. They may also change over time as new doctrine is implemented or new research findings put into practise. In the Government’s, ‘Transport 2010 - The 10 Year Plan’ (DFT, 2000) the policy drivers are outlined under the heading ‘Vision’ and are presented below, · Fully integrated public transport information, booking and ticketing systems; · Safer and more secure transport accessible to all; and, · A transport system that makes less impact on the environment. Policy levers are the policy instruments used to attain policy drivers and can be used to achieve more than one Both policy drivers and policy levers can be categorised under two headings as outlined below, a) Fiscal Drivers; and, b) Physical & Regulatory Drivers The implementation of these policies leads to both direct and indirect outcomes that will make some contribution to achieving the policy drivers set out by the government. The policy levers will impact upon the freight industry in a positive, negative or neutral manner and for the purposes of the next section three definitions have been formulated which have been related to the impact of policy levers on costs and externalities. In Section Four a broader range of impacts are discussed for the policy levers that have been selected as possible scenarios. A Positive Impact - Any outcome that, 1) Lowers operating cost without increasing externalities, and/or; 2) Lowers externalities without increasing costs. A Neutral lmpact – Any outcome that, 1) Maintains defacto operating costs without changing externalities, and/or; 2) Maintains defacto externalities with out changing operating costs. A Negative Impact – Any outcome that, 5 1) Increases operating costs, and/or; 2) Increases externalities. Making a judgement as to whether any one policy is beneficial or not is difficult in the absence of any data and will differ depending upon who you are. The judgements that will be made in this paper will apply to the freight logistics industry only and the externalities they produce. It is stressed that they are not exact. The next section will outline in more detail some of the possible policy drivers that either currently apply to or could be applied to the freight logistics industry. The likely policy levers that could arise from the policy drivers are then discussed along with the possible transport outcomes and their impact

Road Pricing and Older People: Identifying Age-Specific Differences Between Older and Younger People's Attitudes, Social Norms and Pro-Social Value Orientations to Road Pricing.

The implementation of road pricing schemes is likely to be an inescapable measure in the future of managing road transport demand in highly congested environments. Since public acceptability is the ‘Holy Grail’ of charging policy-making, revealing the special attitudinal issues of older people may help the identification of some of the potential social dilemmas of road pricing. In an ageing society, where older people have a growing influence in politics in general, and potentially in the acceptability of road pricing in particular, their attitudes to road pricing are of particular interest because they face specific types of risk of transport-related social exclusion. Moreover, older people favour, more than any other age groups, what is positively valued for society – a process termed as ‘pro-social value orientation’. Hence in a transport context, older people may be more likely to express positive or negative attitudes to the acceptability of road pricing depending on whether they believe it would be good or bad for others, or society in general. Family and friends may also have a particular influence on older people’s evaluations about their intentions and choices - thus the importance of studying the influence of ‘social norms’ on older people’s attitudes to road pricing. The paper will develop a thorough theoretical and empirical understanding of these issues, based on the findings of a primarily quantitatively-assessed survey of 491 post-back responses combined with secondary data analysis. This will lead to the identification of age-specific differences of public attitudes to road pricing. All in all, some support is provided for the view that attitudes to road pricing do vary with age as pro-social value orientations, social norms and their influence on attitudes also do

The Agreement On Privileges And Immunities of the International Criminal Court

The purpose of this Essay is to examine the provisions of the Agreement and provide the reader with hopefully useful background information on how compromises that enabled delegates to finalize the Agreement were reached. The hope is that this will augur well for a better understanding of the Agreement by filling some of the gaps that may be apparent from a cursory reading of the Agreement. The views expressed herein are those of the author and do not in anyway bind delegates that negotiated the Agreement

Building a Battle Site: Roads to and through Gettysburg

On the morning of 1 July 1863, lead elements of Confederate General Robert E. Lee\u27s Army of Northern Virginia advanced on the town of Gettysburg situated in the lush farm lands of south-central Pennsylvania just eight miles east of the South Mountain in Adams county. The Southern reconnaissance in force made early that summer morning was destined not only to change the history of the struggling Confederacy, but also to set the infant United States republic, indeed the world, on courses towards more democratic forms of government. Although many historians have dwelled on those three fateful days in 1863, few emphasize the role the major roads played in the drama that unfolded at Gettysburg. However, events that transpired over a 116- year period prior to the great battle actually created the highway system that was to draw the opposing forces to town-a hub of ten major roads. This essay will briefly explore the development of state- and county ordained roads to and through the site of Gettysburg from 1747 until the year of the battle. After a brief history of the colonial development in the greater Adams county area, emphasis will be placed on the evolution of the ten major roads that join at Gettysburg and how the development of the town affected their positioning and that of some ancillary roads within the borough limits. [excerpt

The Agreement On Privileges And Immunities of the International Criminal Court

The purpose of this Essay is to examine the provisions of the Agreement and provide the reader with hopefully useful background information on how compromises that enabled delegates to finalize the Agreement were reached. The hope is that this will augur well for a better understanding of the Agreement by filling some of the gaps that may be apparent from a cursory reading of the Agreement. The views expressed herein are those of the author and do not in anyway bind delegates that negotiated the Agreement

Driving offences

Copyright @ 2010, Taylor & Francis Group. This material is posted on this site with the permission of the publishers.This chapter on driving offences will largely follow the template of earlier chapters except that owing to their vast number, a limited selection only will be examined based on their high volume, seriousness and public concern. The first section will define what driving offences are, how they developed alongside the emerging car culture, and it will consider the contemporary landscape. The second section will give a general overview of patterns and trends, those most likely to engage in road traffic offending, and kinds of explanations voiced by drivers and theoretical approaches used. The next three sections will follow a similar pattern and focus on speeding, bad driving – mostly dangerous and careless offences, and impaired driving – mostly drink-driving but mentioning drug-driving and fatigued driving. In addition, contemporary debates and key issues concerning each will be considered, along with official responses to each offence category comprising court-based penalties and other measures. The final section will draw the key threads and themes together, noting the danger of work-related driving. Given that up to a third of all road traffic collisions involve somebody at work at the time accounting for up to 20 fatalities and 250 serious injuries every week (DfT and HSE, 2003), the importance of reducing traffic offending is clear