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• Drivers on slip roads want vehicles on the target lane to decelerate. • Drivers in target lanes rate the behaviour of vehicles on slip roads ambiguously. • AVs are rated identically or even more positively than MVs with identical behaviour. • No different safety distance is kept from automated vehicles. • Results show that cross-border traffic between Germany and UK with AVs is feasible. • Intercultural aspects must still be considered in the development of AVs. To ensure safe and uninterrupted traffic flow, (semi-)automated vehicles must be capable of providing comprehensible and agreeable implicit communication cues to human drivers. This driving simulator study investigated the assessment of implicit communication at a motorway slip road through longitudinal driving dynamics (acceleration, deceleration, and maintaining speed). The second aim of the study was to determine whether expectations of automated vehicles are different from those of human drivers. And thirdly, we investigated whether these findings are country-specific or can be (partially) generalised to other countries. The perception of three means of communication in connection with the presence of a labelling as an automated vehicle (eHMI) was examined in two samples in Germany and England. 27 participants drove from a slip road onto the motorway and interacted with another vehicle. After a stretch on the motorway, they passed a second slip road on which there was a vehicle merging onto the participants lane. This was repeated six times to test all variables. After each situation, the perceived cooperativity and criticality was recorded, as well as the time headway (THW) to the other vehicle. This paper presents the findings from the UK sample and compares them with the German results, which were previously published. Results show, that when the cooperating vehicles are on the slip road, participants from both countries prefer this vehicle to decelerate. However, when participants themselves are on the slip road, expectations for vehicles on the target lane are ambiguous in the UK sample. Except for one aspect (perceived cooperativity of decelerating vehicles on the slip road), the perception of automated vehicles is similar to those of manual drivers. Also, UK participants do not maintain a different safety distance from these vehicles, while this is the case in the German sample. This paper contributes valuable insights into the cross-cultural evaluation of driving dynamics, shedding light on implications for the development and acceptance of automated vehicles. [ABSTRACT FROM AUTHOR]

Using long panels of industry-specific offshoring information and subjectively reported well-being datasets mainly from Germany, which is also supported by datasets from the UK and Australia, this paper aims to investigate the relationship between offshoring and workers' subjective well-being in the source country. We employ panel data fixed-effects models with time-variant personality measures and industry-specific measures to alleviate the bias stemming from the non-random sorting of individuals in industries. Our findings suggest that offshoring negatively relates to workers' subjective well-being. The result is unexceptionally consistent across Germany, the UK, and Australia, and the effect is larger in business services and among high-skilled workers. We extensively discuss how contextual "fear-factors" prevailing in the source countries interact with the angst generated by the negative framing of offshoring. To single out such angst, we first show that objective and subjective job security concerns, job characteristics, and labor market conditions only marginally relate to the well-being effect of offshoring. Then, we investigate how the effect of offshoring on well-being is amplified by a larger set of contextual factors pertaining to temporary economic shocks, negative narratives about offshoring during electoral cycles, partisan political preferences, and high immigration rates. Finally, we show that a recent skill upgrade significantly diminishes the negative effect of offshoring on well-being. [ABSTRACT FROM AUTHOR]

Interactions in the healthcare system today involve an important new set of actors: evaluative health platforms (EHPs). These platforms are not neutral intermediaries, but active moderators of how patients express opinions, choose providers, and consume health-related information. This paper adds to our understanding of the varied and evolving commercial interests of EHPs and the implications these have for patient voice. We analyze 71 platforms in the USA, UK, and Germany and identify five ideal types: subscribers, analyzers, advertisers, regulators, and scammers. Each platform type enacts a unique competitive strategy through an evaluative infrastructure which constrains but also generates possibilities for patient voice. Based on our typology, we develop three contributions. First, we nuance universalizing claims about the consequences of platform capitalism by specifying the diverse strategies underpinning competition between EHPs in different countries, and showing how each strategy leads evaluative infrastructures to develop in ways that impact patient voice. Second, we show how patients can navigate the challenges of a complex EHP space by exercising their ability to choose between platforms. Finally, we outline the conditions platforms need to fulfil to become empowering. Overall, this study highlights the varied and complex relationship between platform business models and user voice, which exists not only in healthcare, but also in many other fields. • Typology of evaluative health platforms (EHPs) in the US, the UK, and Germany. • EHP business models and content moderation techniques vary considerably. • EHPs have a wide range of implications for patient voice. • More transparency and competition can help platforms increase patient empowerment. [ABSTRACT FROM AUTHOR]

This paper studies the experience of Europe's three most liberalised railways - Sweden, Germany and Britain - in opening-up rail passenger services to competition by means of competitive tendering, and seeks to draw lessons for countries that are just starting the process, such as France. It also comments on experience of competition in the market in these and other countries (this form of competition has been taken furthest in other countries - notably Italy and the Czech Republic, as well as on a single route in Austria). The paper fills an important gap in the literature - that has so far focused on econometric modelling of the impact of rail reforms - by considering how competition can best be introduced in practice. This investigation is important and timely given the requirements of EU legislation (4th Railway Package) which will require competition to be introduced into passenger rail services (by 2020 for commercial services, and 2023 for public transport contracts) across the whole of the EU. It finds evidence that competitive tendering has helped increase demand for and reduce subsidies to the rail passenger sector, but that there are many decisions that have to be taken as to how it is to be implemented. Short gross cost contracts may work well for regional services where the tendering authority takes the lead in planning and marketing such services. If services where ticket revenue recovers a larger share of costs – "more commercial services" – are to be tendered, long net cost contracts may make more sense. An alternative is to leave them operated by the incumbent but with open access for competitors to enter the market. Two particular issues face countries starting on the liberalisation process. Firstly, if existing rolling stock is owned by the incumbent rather than the franchising authority or an independent company; that remains a major barrier to entry. The second is the position of existing staff. If new operators are required to take them on at existing wages and conditions; that is a barrier to improved efficiency, but for new operators to recruit their own staff may also be problematic, particularly where the pace of change is fast. • In all three liberalised countries (GB, Sweden and Germany) there has been rapid growth in demand for regional services. • Subsidies per train-km and passenger-km have also fallen in all three countries, though in GB unit costs rose post-reforms. • Gross-cost contracts useful where regional body controls marketing/services; otherwise net-cost contracts may be preferred. • Where large-scale competition introduced for first time, treatment of rolling stock and existing staff biggest issues. [ABSTRACT FROM AUTHOR]

Over the last decades, ovarian cancer mortality in Europe has been decreasing, but disparities in trends were observed. In this paper, we analysed ovarian cancer mortality trends in Europe over the period 1990–2020 and predicted the number of deaths and rates by 2025. We extracted population and death certification data from ovarian cancer in women for 31 European countries, between 1990 and 2020 from the World Health Organization database. We computed age-standardised mortality rates (ASMR) per 100,000 women-years, based on the world standard population. We also obtained predictions for 2025 using a joinpoint regression model and calculated the number of avoided deaths over the period 1994–2025. Over the observed period, mortality from ovarian cancer showed a favourable pattern in most countries. In the EU-27, rates declined by 5.9% from 2010–2014 to 2015–2019, reaching an ASMR of 4.66/100,000. During the same period, the decline in ovarian cancer mortality was more pronounced in the EU-14 countries (−7.0%) compared to Transitional countries (−2.1%). Declines were also observed in the United Kingdom, to reach an ASMR of 5.29. Decreases in mortality from ovarian cancer are predicted until 2025, to 4.17/100,000 for the EU-27. Favourable trends in ovarian cancer mortality are expected to persist in Europe and can be mainly attributed to the increased use of oral contraceptives in subsequent generations of European women. Decreased use of menopausal Hormone Replacement Therapy and improved diagnosis and management may also have played a role. • Ovarian cancer mortality decreased over the last decade in most European countries. • Favourable trends will continue in the next 5 years. • Less favourable epidemiological situation was observed in Transitional countries. • The largest decrease of mortality in 2025 is predicted to be in Germany. • Until 2025 nearly 131,000 deaths from ovarian cancer would be avoided in EU. [ABSTRACT FROM AUTHOR]

The increasingly efficient use of scarce resources is a central theme in the gradual transition towards a circular economy. Hazardous materials represent a category of resources that is often difficult—and potentially risky—to transport, store, or neutralize. As a result, hazardous materials are rarely included in closed material loops. The present paper analyzes HorsePower, a business concept centered around an innovative way of utilizing horse manure. Horse manure is generated in millions of tons in horse-rich countries such as the UK, Germany, and France. It is a hazardous resource, as it may spread diseases, and cannot be disposed of or landfilled economically. The content analysis of 21 semi-structured interviews carried out with different business actors participating in the HorsePower business network reveals that the success of HorsePower stems from its ability to combine the complementary capabilities and material needs of a relatively complex network of business actors including stables, sawmills, logistical service providers, and heat and power plants. Each actor receives added value; the benefits from participation are greater than the sacrifices of participation. Furthermore, the findings show that certain types of hazardous resources, when combined with resources produced by another actor, may be burned efficiently and safely in specific power plants, reducing the need for other types of fuel. The observations imply that novel approaches for effectively sharing ideas and resource needs across organizational boundaries are needed to facilitate the development of additional innovative CE business concepts, leveraging both actor-specific capabilities and intra-actor resource dependencies. [ABSTRACT FROM AUTHOR]

Affecting millions of Europeans, energy poverty is increasingly high on the political agenda. This paper compares space and water heating demand at household level in Germany and in the United Kingdom (UK) between 1991 and 2015. The elasticities of consumption of space and water heating with respect to price, income and heating degree days (HDD) are examined using non-parametric models. Domestic heating consumption is highly elastic with HDD in both countries and HDD elasticities are found to be higher in the UK. From a certain income threshold, heating demand decreases as income increases in German households whereas demand rises with higher incomes in the UK. High price elasticities indicate that UK households are very responsive to energy conservation measures, therefore implying that a pricing policy will effectively reduce heating consumption. However, in Germany, the impact of pricing policies is unclear. Thus, the most effective policy measure to decrease domestic heating consumption in Germany in the long-run should be one which targets improvements of building envelope performance levels. [ABSTRACT FROM AUTHOR]

This study estimates total, inland, water and air transport net forward, backward and internal carbon linkages of EU's top seven emitters from 1995 to 2011. Moreover, it also reports direct emissions and intensities. Direct emissions of the seven for all four sectors mostly increased with varying proportions, while direct intensities followed a downward trend. Total, inland, water and air net backward emissions were reasonably stable excluding Germany who's total and inland net backward emissions sharply declined during 2000 while water and air emissions increased sharply. Although some nations witnessed a decrease, overall total, inland and air transport net forward emissions increased. While water transport net forward emissions had huge fluxes in the middle, stabilised towards the end. Total, inland, and air transport internal emissions for most of the nations increased over time. However, water transport internal emissions except for the UK were reasonably stable. 'Electricity, Gas and Water Supply' was the top source of German; Polish; Italian; British and Dutch net backward emissions. France and Spain's highest carbon imports were from 'Coke, Refined Petroleum and Nuclear Fuel.' Highest destinations of net forward emissions keep changing over time. The paper also discusses policy implications. Image 1 • Extended modified hypothetical extraction model to time series and cross-regional analysis. • Estimated total, inland, water and air transport carbon linkages of EU's top seven emitters from 1995 to 2011. • Also reported direct emissions and intensities. • On average forward and internal linkages increased while backward linkages marginally decreased. [ABSTRACT FROM AUTHOR]

• The performance of on-line vis-NIR for estimating soil organic carbon was evaluated. • Predictions for three datasets single field, UK with spiking, and UK were compared. • Random forest (RF) regression and spiking technique were used. • The best results obtained with the spiked UK dataset. Accurate on-line visible and near infrared (vis-NIR) spectroscopy prediction of soil organic carbon (OC) is essential for food security and environmental management. This paper aims at using on-line vis-NIR spectra coupled with random forest (RF) modelling approach for the prediction of soil organic carbon (OC), comparing between single field (SF), non-spiked UK multiple-field (NSUK) and spiked UK multiple-field (SUK) calibration models. Fresh soil samples collected from 6 fields in the UK (including two target fields) were scanned with a fibre-type vis-NIR spectrophotometer (tec5 Technology for Spectroscopy, Germany), with a spectral range of 305–2200 nm. After dividing spectra into calibration and independent validation sets, RF was run on the calibration set to develop calibration models for OC for the three studied datasets. Results showed that the model prediction performance depends on the dataset used and varies between fields. Less accurate prediction performance was obtained for the on-line prediction compared to laboratory (samples scanned in the laboratory under non-mobile measurement) prediction, and for non-spiked models compared to spiked models. The best model performance in both laboratory and on-line predictions was obtained when samples from the SF were spiked into the UK samples, with coefficients of determination (R2) values of 0.80 to 0.84 and 0.74 to 0.75, root mean square error of prediction (RMSEP) values of 0.14% and 0.17 to 0.18%, and ratio of prediction deviation (RPD) values of 2.30 to 2.5 and 1.98 to 2.04, respectively. Therefore, these results suggest that RF modelling approach when coupled with spiking provides high prediction performance of OC under both non-mobile laboratory and on-line field scanning conditions. [ABSTRACT FROM AUTHOR]

Socioeconomic inequalities in childhood Body Mass Index (BMI) are becoming increasingly more pronounced across the world. Although countries differ in the direction and strength of these inequalities, cross-national comparative research on this topic is rare. This paper draws on harmonized longitudinal cohort data from four wealthy countries—Germany, the Netherlands, the United Kingdom (UK), and the United States (US)—to 1) map cross-country differences in the magnitude of socioeconomic inequalities in childhood BMI, and 2) to examine cross-country differences in the role of three energy-balance-related behaviors—physical activity, screen time, and breakfast consumption—in explaining these inequalities. Children were aged 5–7 at our first timepoint and were followed up at age 8–11. We used data from the German National Educational Panel Study, the Dutch Generation R study, the UK Millennium Cohort Study and the US Early Childhood Longitudinal-Kindergarten Study. All countries revealed significant inequalities in childhood BMI. The US stood out in having the largest inequalities. Overall, inequalities between children with low versus medium educated parents were smaller than those between children with high versus medium educated parents. The role of energy-balance-related behaviors in explaining inequalities in BMI was surprisingly consistent. Across countries, physical activity did not, while screen time and breakfast consumption did play a role. The only exception was that breakfast consumption did not play a role in the US. Cross-country differences emerged in the relative contribution of each behavior in explaining inequalities in BMI: Breakfast consumption was most important in the UK, screen time explained most in Germany and the US, and breakfast consumption and screen time were equally important in the Netherlands. Our findings suggest that what constitutes the most effective policy intervention differs across countries and that these should target both children from medium as well as low educated families. • All countries showed substantial socioeconomic inequalities in childhood BMI. • In all countries, inequalities in BMI steepen over course of primary school. • Protective factors among the most advantaged seem to mainly drive inequalities. • Across most countries, underlying mechanisms for inequalities in BMI are similar. • The relative contribution of each mechanism to BMI inequalities differs per country. [ABSTRACT FROM AUTHOR]

The paper addresses the important question of how institutional structures matter to the delivery of climate change policy for urban transport. It examines the strategic goals, policy tools in operation and initial progress towards carbon emission reduction in seven cities across the UK and Germany where different institutional structures exist. The UK has the presence of a strong national carbon target and strong hierarchical national–local government relationships whilst Germany has a more integrated system of local transport provision in a context where local and regional government is stronger. Our findings show that the carbon agenda has made very little difference to what is happening on the ground in the cities. Across all sites, progress is being made but largely through technological improvements which are being almost completely offset by population growth. Even in the more integrated city environments there has not be an additional stimulus to manage the demand for travel. Contrary to previous research therefore, we cannot conclude that institutional structures are paramount in delivering effective carbon reduction policies. The institutional structures in the UK and in Germany are not perfectly aligned to carbon management but, given the cross policy impacts of most transport interventions, this is perhaps inevitable. We can clearly conclude however that “better” structures are not sufficient to achieve the implementation of more effective carbon policies. Whilst institutional structures must matter, it is the broader governance environment and the resources and politics involved in transport policy that currently seem to dominate the importance of the carbon agenda and implementation paths that emerge. [ABSTRACT FROM AUTHOR]

Attention Deficit Hyperactivity Disorder (ADHD) has been medicalized in the United States since the 1960s. Primarily used in North America until the 1990s, ADHD diagnosis and treatment have increasingly been applied internationally. After documenting the expansion of ADHD in a global context, this paper presents five brief international examples examining ADHD usage and expansion: the United Kingdom, Germany, France, Italy and Brazil. We then identify and describe several vehicles that facilitate the migration of the ADHD diagnosis: the transnational pharmaceutical industry; the influence of western psychiatry; moving from ICD to DSM diagnostic criteria; the role of the Internet including the related advent of easily accessible online screening checklists; and advocacy groups. Finally, we discuss what this globalization of a diagnosis reflects about the potential global medicalization of other conditions. [ABSTRACT FROM AUTHOR]

The aim of this paper is to analyze the stock exchanges for a large set of countries (20 in total) before and after the subprime crisis, identifying which markets are the most central and if the linkage pattern changed after the crisis. We started by calculating the correlations between stock markets' returns, using the ρ DCCA, in order to identify if there is some variation in the scale between the links in the different stock markets of the network, in both periods. Additionally, a cross-correlation filtering process will be performed with the intention of identifying which countries have stronger relationships according to the used time scales. The results show the central role of European markets among the world's main financial markets, mainly France, Germany and the United Kingdom. Moreover, after the subprime crisis we find the formation of two large communities, one of European and American countries and the other formed by Asian countries plus Australia, while in the pre-crisis period three communities could be identified. It is possible to conclude that after the 2008 crisis the connectivity and integration of the network for the whole set of analyzed timescales increased. • We analyze the stock exchanges for 20 countries. • We build a multiscale network identifying the linkages between markets. • Results show the central role of European stock markets. [ABSTRACT FROM AUTHOR]