An Economic and Life Cycle Analysis of Regional Land Use and Transportation Plans, Research Report 11-25

Travel and emissions models are commonly applied to evaluate the change in passenger and commercial travel and associated greenhouse gas (GHG) emissions from land use and transportation plans. Analyses conducted by the Sacramento Area Council of Governments predict a decline in such travel and emissions from their land use and transportation plan (the “Preferred Blueprint” or PRB scenario) relative to a “Business-As-Usual” scenario (BAU). However, the lifecycle GHG effects due to changes in production and consumption associated with transportation and land use plans are rarely, if ever, conducted. An earlier study conducted by the authors, applied a spatial economic model (Sacramento PECAS) to the PRB plan and found that lower labor, transport, and rental costs increased producer and consumer surplus and production and consumption relative to the BAU. As a result, lifecycle GHG emissions from these upstream economic activities may increase. At the same time, lifecycle GHG emissions associated with the manufacture of construction materials for housing may decline due to a shift in the plan from larger luxury homes to smaller multi-family homes in the plan. To explore the net impact of these opposing GHG impacts, the current study used the economic production and consumption data from the PRB and BAU scenarios as simulated with the Sacramento PECAS model as inputs to estimate the change in lifecycle GHG emissions. The economic input-output lifecycle assessment model is applied to evaluate effects related to changes in economic production and consumption as well as housing construction. This study also builds on the findings from two previous studies, which suggest potential economic incentives for jurisdictional non-compliance with Sustainable Communities Strategies (SCSs) under Senate Bill 375 (also known as the “anti-sprawl” bill). SB 375 does not require local governments to adopt general plans that are consistent with the land use plans included in SCSs, and thus such incentives could jeopardize implementation of SCSs and achievement of GHG goals. In this study, a set of scenarios is simulated with the Sacramento PECAS model, in which multiple jurisdictions partially pursue the BAU at differing rates. The PRB is treated as a straw or example SCS. The scenarios are evaluated to understand how non-conformity may influence the supply of housing by type, and holding other factors constant, the geographic and income distribution of rents, wages, commute costs, and consumer surplus

Why does consumer sentiment predict household spending?

Consumer behavior ; Consumption (Economics) ; Economic conditions

Ecodriving and Carbon Footprinting: Understanding How Public Education Can Reduce Greenhouse Gas Emissions and Fuel Use

Ecodriving is a collection of changes to driving behavior and vehicle maintenance designed to impact fuel consumption and greenhouse gas (GHG) emissions in existing vehicles. Because of its promise to improve fuel economy within the existing fleet, ecodriving has gained increased attention in North America. One strategy to improve ecodriving is through public education with information on how to ecodrive. This report provides a review and study of ecodriving from several angles. The report offers a literature review of previous work and programs in ecodriving across the world. In addition, researchers completed interviews with experts in the field of public relations and public message campaigns to ascertain best practices for public campaigns. Further, the study also completed a set of focus groups evaluating consumer response to a series of websites that displayed ecodriving information. Finally, researchers conducted a set of surveys, including a controlled stated-response study conducted with approximately 100 University of California, Berkeley faculty, staff, and students, assessing the effectiveness of static ecodriving web-based information as well as an intercept clipboard survey in the San Francisco Bay Area. The stated-response study consisted of a comparison of the experimental and control groups. It found that exposure to ecodriving information influenced people’s driving behavior and some maintenance practices. The experimental group’s distributional shift was statistically significant, particularly for key practices including: lower highway cruising speed, driving behavior adjustment, and proper tire inflation. Within the experimental group (N = 51), fewer respondents significantly changed their maintenance practices (16%) than the majority that altered some driving practices (71%). This suggests intentionally altering driving behavior is easier than planning better maintenance practices. While it was evident that not everyone modifies their behavior as a result of reviewing the ecodriving website, even small shifts in behavior due to inexpensive information dissemination could be deemed cost effective in reducing fuel consumption and emissions

Bikesharing and Bicycle Safety

The growth of bikesharing in the United States has had a transformative impact on urban transportation. Major cities have established large bikesharing systems, including Boston, Chicago, Denver, Minneapolis-Saint Paul, New York City, Salt Lake City, the San Francisco Bay Area, Seattle, Washington DC, and others. These systems began operating as early as 2010, and no fatalities have occurred within the US as of this writing. However, three have happened in North America—two in Canada and one in Mexico. Bikesharing has some qualities that appear inherently unsafe for bicyclists. Most prominently, helmet usage is documented to be quite low in most regions. Bikesharing is also used by irregular bicyclists who are less familiar with the local terrain. In this study, researchers take a closer look at bikesharing safety from qualitative and quantitative perspectives. Through a series of four focus groups, they discussed bikesharing usage and safety with bikesharing members and nonmembers in the Bay Area. They further engaged experts nationwide from a variety of fields to evaluate their opinions and perspectives on bikesharing and safety. Finally, researchers conducted an analysis of bicycle and bikesharing activity data, as well as bicycle and bikesharing collisions to evaluate injury rates associated with bikesharing when compared with benchmarks of personal bicycling. The data analysis found that collision and injury rates for bikesharing are lower than previously computed rates for personal bicycling. Experts and focus group participants independently pointed to bikesharing rider behavior and bikesharing bicycle design as possible factors. In particular, bikesharing bicycles are generally designed in ways that promote stability and limited speeds, which mitigate the conditions that contribute to collisions. Data analysis also explored whether there was evidence of a “safety in numbers benefit” that resulted from bikesharing activity. However, no significant impact from bikesharing activity on broader bicycle collisions could be found within the regions in which they operate. Discussion and recommendations are presented in the conclusion

The role of prediction in social neuroscience

Research has shown that the brain is constantly making predictions about future events. Theories of prediction in perception, action and learning suggest that the brain serves to reduce the discrepancies between expectation and actual experience, i.e., by reducing the prediction error. Forward models of action and perception propose the generation of a predictive internal representation of the expected sensory outcome, which is matched to the actual sensory feedback. Shared neural representations have been found when experiencing one's own and observing other's actions, rewards, errors, and emotions such as fear and pain. These general principles of the “predictive brain” are well established and have already begun to be applied to social aspects of cognition. The application and relevance of these predictive principles to social cognition are discussed in this article. Evidence is presented to argue that simple non-social cognitive processes can be extended to explain complex cognitive processes required for social interaction, with common neural activity seen for both social and non-social cognitions. A number of studies are included which demonstrate that bottom-up sensory input and top-down expectancies can be modulated by social information. The concept of competing social forward models and a partially distinct category of social prediction errors are introduced. The evolutionary implications of a “social predictive brain” are also mentioned, along with the implications on psychopathology. The review presents a number of testable hypotheses and novel comparisons that aim to stimulate further discussion and integration between currently disparate fields of research, with regard to computational models, behavioral and neurophysiological data. This promotes a relatively new platform for inquiry in social neuroscience with implications in social learning, theory of mind, empathy, the evolution of the social brain, and potential strategies for treating social cognitive deficits

H.P. Lovecraft and the Modernist Grotesque

This study serves to bring Lovecraft into a new and more significant literary context, and to highlight the relationships between modernist and grotesque literature. Various authors are mentioned with reference to both modernist and grotesque literary tendencies, and Lovecraft\u27s modernist grotesque characteristics are analyzed in their connection to the three concepts that are prominent in both modernism and the grotesque: alienation, subjectivity, and absurdity. Biographical information about Lovecraft is used minimally in this study, which focuses on textual analysis of many elements of Lovecraft\u27s writing that seem to have been previously overlooked, including religious satire, scrutiny of scientific practices, and the modernist concept of literary difficulty. This dissertation serves to establish a new place for Lovecraft in the larger context of English literature, and to establish a new way of thinking about modernism with reference to its possible roots in the experimental and diagnostic impulses of the literary grotesque

Comparative Analysis of the Major Polypeptides from Liver Gap Junctions and Lens Fiber Junctions

Gap junctions from rat liver and fiber junctions from bovine lens have similar septilaminar profiles when examined by thin-section electron microscopy and differ only slightly with respect to the packing of intramembrane particles in freeze-fracture images. These similarities have often led to lens fiber junctions being referred to as gap junctions. Junctions from both sources were isolated as enriched subcellular fractions and their major polypeptide components compared biochemically and immunochemically. The major liver gap junction polypeptide has an apparent molecular weight of 27,000, while a 25,000-dalton polypeptide is the major component of lens fiber junctions. The two polypeptides are not homologous when compared by partial peptide mapping in SDS. In addition, there is not detectable antigenic similarity between the two polypeptides by immunochemical criteria using antibodies to the 25,000-dalton lens fiber junction polypeptide. Thus, in spite of the ultrastructural similarities, the gap junction and the lens fiber junction are comprised of distinctly different polypeptides, suggesting that the lens fiber junction contains a unique gene product and potentially different physiological properties