Greening the national accounts for Scotland

Our main finding is that according to green accounting measures, Scotland's development over much of the past 20 years has not, on the whole, matched up to the standards of sustainability. However, the national picture seems to have improved in the recent past

Characteristics of internet sexual offenders: a review

The review presented in this paper provides some descriptive findings regarding Internet Sex Offenders (ISOs) in comparison to contact sex offenders. In general, Internet Sex Offenders are found to be Caucasian, male, relatively young, highly educated, intelligent, and well-employed. ISOs also appear to be highly sexualised, in both their current lifestyle as well as childhood experiences as victims. ISOs can also be classified into several subgroups, such as child pornography offenders, who again are a heterogeneous group themselves. Professionals dealing with ISOs should be aware that they seem to share similar deficits with contact sex offenders but might differ in some important areas. This information should be kept in mind when reading their files, establishing treatment needs, and interpreting psychometric test results. To date no personality and risk measure is validated on this 'new' or emerging offender category, hence any results should be interpreted with caution

Fixing the housing crisis: the role of intergenerational policy design in addressing the issues

This article looks at the intergenerational issues associated with housing in New Zealand. Election year is again upon us (Covid-19 permitting) and, with the problems surrounding KiwiBuild, housing affordability is under the spotlight. It is no secret that New Zealand has a housing affordability problem and many causes are feeding this. Two of these causes – capital taxation inconsistencies and infrastructure issues – will be the focus of this article. Inconsistencies in the taxation of capital income are a major source of the problem, causing intergenerational transfers from younger to older generations. A land tax is a possible solution. Complementary policies targeted at addressing infrastructure bottlenecks also have an important role to play

Alaska Community Fuel Use

The goal of this project was to estimate the amount of fuel used for space heating and electricity production by communities in Alaska. No comprehensive Alaska fuel use data exist at the community level. Community fuel consumption by type of fuel and end use is needed to estimate the potential economic benefits from demand- and supply-side investments in fuel use reduction projects. These investments include weatherization and housing stock improvements; improved lighting, appliance and space heating efficiencies; waste heat capture; electric interties, and alternative energy supply options such as wind and hydroelectric generation. Ultimately the Alaska Energy Authority (AEA) and others can use this information to rank and select a suite of projects that provide the largest gains in fuel reductions at the lowest long-term costs and the highest returns on investment over the life of the projects. Study communities consisted of Power Cost Equalization (PCE) eligible communities. Communities in the North Slope Borough were excluded because fuel subsidies offered by the borough result in different patterns of energy use by households.Alaska Energy Authorit

Components of Delivered Fuel Prices in Alaska

This is a systematic analysis of components of delivered fuel prices in Alaska. Data for the analysis include limited publicly available Alaska fuel prices (fall 2007 prices), as well as information the authors gathered from extensive interviews with fuel retailers and transporters, communities, and agencies. We identify the individual components of delivered fuel costs—including world price of crude oil, refining costs, transportation costs, storage and distribution costs, taxes and financing costs—and investigate how these factors influence the final retail prices of home heating fuel and gasoline. Transportation, storage, and distribution costs appear to be the most variable factors driving the large retail fuel price differentials among Alaska communities. Therefore, we investigate how factors such as seasonal icing, the number of fuel transfers enroute to specific communities, local storage and delivery infrastructure, marine and river characteristics, and distance from refineries or fuel hubs influence fuel prices. We did an in-depth analysis of how those factors influence prices in ten case study communities around the state—Allakaket/Alatna, Angoon, Bethel, Chitina, False Pass, Fort Yukon, Lime Village, Mountain Village, Unalakleet, and Yakutat. Together, the quantitative data and information on Alaska fuel logistics provide a comprehensive analysis of Alaska’s fuel prices.Alaska Energy AuthorityIntroduction / Crude oil prices / Refining / Fuel Product Transportation / Alaska Oil Taxes and Royalties / Subsidies and Assistance Programs / Comparative Case Study Results / Summary and Policy Implications / References / Appendix. Community Case Study Summarie

Persisting mobile phone use while driving and possible solutions for New Zealand

In New Zealand the use of hand-held phones while driving was prohibited in 2009, but ‘hands-free’ phones are still permitted. We recently presented the results of an observational study into mobile phone among Wellington drivers at a conference (for details see the proceedings). The main findings were that out of 8335 cars systematically observed at traffic lights and 9520 cars in moving traffic (each at three different Wellington locations), the use of mobile phones was 1.87% (95%CI: 1.60-2.18) and 1.34% (95%CI: 1.13-1.59) respectively

Study of the Components of Delivered Fuel Costs in Alaska: January 2009 Update

This is an update of our previous report titled “Components of Delivered Fuel Prices in Alaska.”1 We provide more recent data on actual fuel prices in ten rural communities that we first examined in fall 2007. Rural communities across Alaska face extremely high fuel prices. People in these remote, cold places need large quantities of fuel for heat, electricity, and transportation. The estimated household cost for energy use in remote rural Alaska has increased significantly since 2000—increasing from approximately 16% of total household income to 47% in 2008 for the lowest income households. It is a higher portion of income for all income levels in remote rural Alaska as compared to Anchorage.2 In addition to the high price of fuel in rural Alaska, villages and communities have high unemployment rates, limited local economic bases, and local governments that are struggling to provide basic services to residents and businesses.3 A 2008 report done by the Alaska Division of Community Advocacy stated that the price of gasoline in 100 Alaska communities ranged from $2.75 (Fairbanks) to$9.00 (Arctic Village) per gallon with a mean of $5.80.4 In many areas of Alaska, transporting bulk fuel by air, barge, truck or a combination of these methods increases the price of fuel, most of which must be purchased prior to “freeze up” in cold winter months in order to allow time for delivery to remote villages. High remote rural fuel prices appear to be the result of a number of factors. These include high transportation costs to remote locations, limited and costly storage, small market size, and the financing costs associated with holding large inventories. The main purpose of this research is to identify the components of the cost of delivered fuel across rural Alaska. By understanding these cost components, it may be possible to identify opportunities to address them and reduce the overall cost of fuel