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Drawing from team‐level job demands‐resources theory, we hypothesize that team workload demands moderate the positive link between team boundary work (i.e., boundary spanning and boundary buffering) and team effectiveness (i.e., team innovation and team performance), such that boundary work is more beneficial for team effectiveness when teams face higher team workload demands. Furthermore, we predict that this interaction occurs through increased team vigor, where team vigor is defined as an affective emergent state characterized by positive valences and high activation levels experienced by team members. We largely find support for our model across two field studies: a cross‐sectional survey using three independent data sources (89 automotive research and development teams, including 724 team members, 89 team leaders and 18 managers) and a time‐lagged survey using two independent data sources (139 teams working in a Chinese utility company, including 640 team members and 139 team leaders). Our article contributes to team research by broadening our understanding of when and how team boundary work is associated with greater team effectiveness. [ABSTRACT FROM AUTHOR]

The purpose of this research is to improve attitudes towards digital technology. To this end, we compared two ways of introducing technology: an enactive mastery versus a vicarious experience. The former aimed at improving employees' self-efficacy to use a robotic technology and, thereby, their attitudes towards it. We examined three attitude dimensions that are relevant when implementing new technology: (1) technology enthusiasm, (2) resistance to change, and (3) job insecurity. We also tested for self-efficacy as mediator between experience and attitudes. The results of the pre-registered quasi-experiment with operators working in the automotive sector (N = 106) supported our hypothesis: Enactive mastery experience, in which workers actively engaged with the technology, led to a higher technology enthusiasm as compared to vicarious experience. This effect was explained by an increase in self-efficacy. Additional analyses revealed that enactive mastery experience also led to lower resistance to change, but not to lower job insecurity. The findings highlight how organisations can apply a simple, yet effective strategy to successfully implement technology at work and motivate employees to use it. They also reveal self-efficacy as the underlying psychological mechanism of enactive mastery, thereby providing an important starting point for designing interventions in organisations. [ABSTRACT FROM AUTHOR]

This article seeks to tell an emotional history of car use through the genre of life-writing, a source whose use in historical mobility research has recently been advocated by Colin Pooley. It focuses on two diarists, Hugh Miller and Victor Klemperer, to uncover what automobility looked and felt like in interwar Britain and Germany, when modern mass motorisation was emerging. It highlights that experiences of automobility were heterogeneous and dependent on social position, combining the excitement and liberty popularly associated with interwar car use with the banal, frustrating and terrifying. Motorists like Miller and Klemperer felt conflicted about automobility and what it represented. Their inner ambivalence points to a unique emotional engagement with the car, which may help to explain its persistence in twentieth-century society and beyond. [ABSTRACT FROM AUTHOR]

Background: Individual differences in personality and resilience are related to a variety of social behaviors. The current study sought to answer the question of whether BMW drivers exhibit different personality profiles and resilience levels compared with drivers of other car brands. Participants and procedure: An international study was carried out in India, Latvia, Lithuania, Poland, Romania, Slovakia, and Spain on a sample of 448 athletes using the 20-item Mini-IPIP and the Resilience Scale. The results of BMW drivers (n = 91) were compared with the results of drivers of other German car brands (n = 357). Results: BMW drivers were characterized by higher neuroticism compared with drivers of other German car brands. They also showed higher resiliency, both in terms of total score and scores on the subscales of: personal coping competences and tolerance of negative emotions, tolerance of failures and perceiving life as a challenge, and optimistic attitude towards life and capacity for self-mobilization in difficult situations. The greatest difference was observed for the factor of tolerance of failures and perceiving life as a challenge. Using the Dwass-Steel-Critchlow-Fligner (DSCF) pairwise comparison test, gender differences between athletes (as BMW drivers and drivers of other German car brands, respectively) were discussed. Additionally, the results of the main logistic regression analyses emphasized that neuroticism represents a better predictor of BMW preference in the case of athletes (as drivers) than the scores obtained for resilience. Conclusions: BMW drivers differed from drivers of other German car brands only with regard to neuroticism. A higher level of neuroticism can affect mental health and the overall quality of life in athletes; aggression and distress management are essential. Athletes (as BMW drivers) also showed differences in resiliency levels. Understanding the mechanisms of behavior among BMW drivers is possible through considering their personality and individual differences. [ABSTRACT FROM AUTHOR]

For the transformation of the mobility sector, small and light electric vehicles (LEV) show great promise, owing to their efficiency and low vehicle weight resulting in low energy consumption and lower greenhouse gas emissions per driven kilometer. The presented study focuses on the theoretical potential of substitutability of passenger car trips in Germany by varied LEVs based on the "Mobilität in Deutschland 2017" ("Mobility in Germany 2017") dataset, for the year 2030. A detailed approach for identifying substitutable car trips was developed, reflecting age, trip purpose, number of passengers, and other decision criteria. By conducting a life cycle assessment of the considered LEVs and passenger cars, potential emission savings were analyzed. In the considered baseline scenario, it is found that emissions could be reduced by 44 % with 50% of passenger car mileage being substituted by LEVs. This study, thereby, gives way to further research on LEVs, and would urge both policy makers and general users to steer towards comprehensive measures that encourage a switch from cars to LEVs. [ABSTRACT FROM AUTHOR]

Driving is the most important and safest form of mobility for the majority of senior citizens. However, physical and mental performance gradually decline with age, which can lead to more problems, critical situations or even accidents. Vehicle technology innovations such as advanced driver assistance systems (ADAS) have the potential to increase the road safety of older people and maintain their individual mobility for as long as possible.This overview article aims to identify ADAS that have the greatest potential to reduce the number of accidents involving older drivers. For this purpose, the accident and damage occurrence as well as the driving behaviour and compensation strategies of older people are examined in more detail. Suitable ADAS should compensate for typical driver errors, reduce information deficiencies and have a high level of acceptance. For older drivers, emergency braking, parking assistance, navigation, intersection assistance and distance speed control systems as well as systems for detecting blind spots and obstacles appear to be particularly suitable.Some of the disadvantages of ADAS are the lack of market penetration, acceptance problems and interface designs that have not yet been optimally adapted to the needs of older users. For older drivers in particular, it appears to be a priority to develop coherent and integrated solutions in the sense of cooperative assistance instead of pushing ahead with high and full automation with many system limits and exceptions, which can place high demands on attention, for example if the vehicle has to be taken over in a critical situation., (© 2024. Springer-Verlag GmbH Deutschland, ein Teil von Springer Nature.)

Ice Cream and Automobile Horns. Sensory Knowledge and Practices in Urban Spaces (1900-1930). This contribution examines the senses of taste and hearing in relation to space in Germany between 1900 and 1930. It considers the consumption of ice cream in public space an activity that com prises a potential reorganization of a spatial order. In this respect, it builds upon Henri Lefebvre's concept of space. The paper explores the scientific design of automobile horns and its impact on pedestrians and road users during the 1920s and early 1930s, connecting it with notions of space. Thus it provides insights into the formation of expert knowledge of how the phonotope of urban traffic as a spatial context and the impact of noise is imagined, organized, disciplined, and appropriated. [ABSTRACT FROM AUTHOR]

Re‐evaluation of a live load model for parking garages Live load models for parking garages depend on the ongoing developments of the car manufacturing industry. The average innovation rate is higher than those of the structures. Hence, a regular verification of the live load models is indicated. In the present study, extensive data has been considered to allow for a more detailed consideration of characteristic load recommendation than in previous studies. E. g. the complete set of registered cars in Germany and the utilization rate of different car parks. The extreme value analysis has been performed based on a monte‐carlo approach, considering a realistic admittance towards the level of load effects. Based on the present study, a load recommendation has been developed which not only reflects the current vehicle fleet in Germany but a prediction towards a scenario for 2030 as well. Despite the excepted increase of car weights, the recommendation remains in the level of the present design rules. [ABSTRACT FROM AUTHOR]

In recent years, the role of the state in sustainability transitions has received increasing attention. Germany is often perceived as a forerunner in climate and environmental politics. Building on critical theories of the state, this paper explores the role of the German state in two key fields of society–nature relationships: energy (electricity) and transportation. Whereas Germany's energy transition (Energiewende) is widely praised internationally, its mobility transition (Verkehrswende) is a more difficult endeavour, as the German car industry is at the core of the national model of capitalism, specialising in the premium market segment. Against this background, Germany's status as an environmental leader is questioned as there is a strong state–capital nexus, which admittedly leaves space for green politics in case of intense social struggles. If, in addition, technological alternatives are developed embracing the potential to renew the country's 'accumulation strategy', the window of opportunity for green politics widens. In contrast to the Energiewende, which was at least partially accompanied by a decentralisation of power generation and the questioning of existing power relations, there is little indication that the German state will push for a mobility turnaround that goes beyond a limited greening of the automobile. [ABSTRACT FROM AUTHOR]

People care about their relative standing in society and therefore compare themselves to relevant others. Empirical findings suggest that there are concerns for relative standing for different goods and life domains such as income, cars, attractiveness, and supervisor's praise. Even education has been mentioned as having a (partially) positional character. However, there has been only small consideration of education as a positional good in the empirical literature so far. Based on the literature on positional concerns and the role of education on relative position, I use German panel data to investigate the relationship between education and life satisfaction beyond the effect education might have through other variables such as income, health, or occupational prestige. Additionally, I consider the possibility that the consumption of education is subject to positional concerns. I discover a positive relationship between education and life satisfaction, indicating that education has a consumption component. Moreover, the relationship depends on the distribution of particular levels of education, suggesting that education has a positional character. [ABSTRACT FROM AUTHOR]

As a result of the coronavirus pandemic, in spring 2020 numerous protective measures were taken in Germany and all over the world. This has changed our everyday life and our mobility considerably. It is in question whether and how the pandemic and the lockdown have impacted transport mode use, attitudes towards transport modes and the ownership of individual mobility options during the lockdown period. In order to shed light on these essential aspects of transport policy, we carried out a representative travel survey in Germany during the strictest period of lockdown in the beginning of April. We have analysed overall and individual changes in transport mode usage and attitudes towards transport modes, focussing on the bicycle, the car and public transport. Also, the changes in the perception of individual mobility options with a focus on car-free households were investigated. Our results indicate that public transport lost ground during the particularly restricted period of lockdown while individual modes of transport, especially the private car, became more important. Our findings are highly relevant for transport policy when developing measures for expanding the possibilities for sustainable individual transport and developing concepts that strengthen public transport. These aspects are key for achieving a sustainable transport system in the medium- and long-term despite the coronavirus pandemic. • We conducted a representative travel survey during the particularly restricted period of lockdown in Germany. • Fewer people had the public transport and the bicycle in their choice set; the share of car users remained stable. • Respondents felt less comfortable using public transport during the lockdown while the car showed a "feel-good" factor. • One third of the members of car-free households miss having a car in the corona pandemic. [ABSTRACT FROM AUTHOR]

Background: Climate change is a major public health issue worldwide. To achieve climate targets and reduce morbidity, a paradigm shift in individual behavior e.g., in mobility, is needed. Municipal interventions can motivate individuals to engage in climate-friendly behavior through different psychological mechanisms. In order for successful interventions, it is necessary to gain better insight from study participants and their reasons for participating in mobility projects (e.g., motivational aspects)., Materials and Methods: A mixed-methods design was used to evaluate reasons and characteristics of people for participating in an municipal mobility intervention. The quantitative sub-study assesses socioeconomic characteristics, environmental awareness and perceived stress. The qualitative sub-study explores motivation for participation and change, perspectives on car replacement and reasons for car use., Results: Results show that participants (n = 42) are rather high educated and show medium environmental awareness. Participants of the qualitative study part (n = 15) were motiviated to reduce car use already before the intervention and used the intervention as starting point or trial phase., Conclusions: Urban intervention projects with fitted recruitment strategies and better insights from study participants with the aim to motivate individuals to engage in climate-friendly behavior can help to strengthen sustainability and public health., (© 2024. The Author(s).)

Background: Absence from work due to sickness impairs organizational productivity and performance. Even in organizations with perfect work conditions, some inevitable baseline sickness absence exists amongst working populations. The excess sickness absence observed above this baseline rate has become the focus of traditional health promotion efforts, addressing preventable physical illness, health behavior and mental health at the personal level. However, a health and safety approach following the TOP-rule would consider work-group psychosocial work characteristics as a potential risk factor amenable to organizational measures. To date, there is a scarcity of studies relating psychosocial work characteristics to possible reduction of excess sickness-absence rates. Methods: We aimed to estimate the potentially avoidable excess fraction of absence attributable to work-group psychosocial characteristics. We considered work-group averaged perception of psychosocial work characteristics as a proxy to the methodologically elusive objective assessment of organizational characteristics. Participants were recruited from multiple sites of a German automotive manufacturer with individuals nested within work groups. We predicted 12-month follow-up work-group sickness absence rates using data from a baseline comprehensive health examination assessing work characteristics, health behavior, and biomedical risk factors. We considered the quartile of work-groups yielding favorable psychosocial work characteristics as a realistic existing benchmark. Using the population attributable fraction method we estimated the potentially amenable sickness absence from improving work-group psychosocial characteristics. Results: Data from 3992 eligible participants from 29 work groups were analyzed (39% participation rate, average age 41.4 years (SD = 10.3 years), 89.9% males and 49% manual workers.). Work-group absence rates at follow up varied from 2.1 to 8.9% (mean 5.1%, 11.7 missed days). A prediction model of seven psychosocial work characteristics at the work group level explained 70% of the variance of future absence rates. The estimated reduction from improving psychosocial work characteristics to the benchmark level amounted to 32% of all sickness absence, compared to a 31% reduction from eliminating health behavioral and medical risk factors to the benchmark target. Conclusions: Psychosocial characteristics at the work-group level account for a relevant proportion of all sickness absence. Health promotion interventions should therefore address psychosocial characteristics at the work group level. [ABSTRACT FROM AUTHOR]

This study estimates the carbon footprint associated with global final demand for automobiles and petroleum of the U.S.A., Germany, and Japan, which accounted for 31% of the global stock of passenger cars in 2009, during 1995 to 2009. I develop a comprehensive new method to more clearly illuminate the structural change in automobiles' global final demand. Based on the results, I discuss how a circular strategy with a focus on vehicle lifetime extension contributes to the automobile carbon footprint in each country. While the environmental burden from automobile manufacturing has decreased globally, the Leontief production structure countered carbon reduction and completely canceled out the effects of technological changes to reduce emission intensities. The results showed that suppressing demand for new cars through lifetime extensions greatly reduced the carbon footprint, in a similar or even greater way than that from changes in industrial technology. [ABSTRACT FROM AUTHOR]

Introduction: Although cycling provides both individual and societal benefits, the mode share in Germany remains at a relatively low level. One reason described in literature is the lack of perceived safety due to the cycling infrastructure, especially at junctions. The study addresses the influence of junction design on cyclists' perceived safety., Method: Three intersections (BS: Berlin Standard, PI: protected intersection, CbC: cycle lanes between car lanes) and one roundabout were modeled in a virtual environment. Using a bicycle simulator, n = 46 participants cycled through each junction design, followed by a qualitative interview. We conducted a structured content analysis on the interview transcripts., Results: Regarding the quality of statements, PI provides the highest level of perceived safety whereas CbC provides the lowest level. Both roundabout and BS provide medium to low perceived safety. Specific design features, such as continuous cycling infrastructure, physical separation and elements enhancing cyclists' visibility improve participants' perceived safety. On the other hand, curbs, bends, and elements obstructing visibility decrease perceived safety. Our findings also point towards a difference between overextending and manageable interactions between cars and cyclists. While manageable interactions raise attention to an appropriate extent, overextending interactions diminish the quality of the cycling experience so that some cyclists rather violate rules instead of using the designated cycling infrastructure. Furthermore, three factors influence participants' perception of infrastructure design: comprehensibility, comfort, and perceived safety., Conclusions: To provide a cycling friendly infrastructure, planners should consider cyclists' perceived safety as well as comfort and comprehensibility. Furthermore, in contrast to isolated segments, a continuous high-quality cycling infrastructure network should be implemented. Lastly, infrastructure might focus on manageable interactions rather than cause overextending interactions., Practical Application: The findings should be considered in future cycling infrastructure planning. Planners may test and modify temporary solutions to find appropriate designs for each junction., Competing Interests: Declaration of Competing Interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2023. Published by Elsevier Ltd.)

In Germany, market penetration by alternative powertrains has been generally processing at a slow pace. Therefore, reaching the 2020 target of one million registered electric vehicles (EVs) is a major challenge. We analyze the German market by advancing and refining existing consumer-oriented total cost of ownership (TCO C ) models and demonstrate the validity of our model by comparing the cost-efficiency of EVs and internal combustion engine vehicles (ICEVs) including the battery resale value for second use and second life. The TCO C model was calculated for the ten most frequently registered battery electric vehicles (BEVs) and hybrid electric vehicles (HEVs) and compared with ICEVs in the same vehicle segments. The results are further validated through applying three typical annual mileage driver profiles and by Monte Carlo simulations under various scenarios. Results reveal that only a few BEVs and HEVs are economical without subsidies when compared with ICEVs in all considered scenarios. The subsidies only barely change the results. The mini and the medium vehicle segment remain uneconomical in all tested scenarios. Overall, we conclude that subsidies support the competitiveness of BEVs, but fail to lead to favorable TCO C within several vehicle segments and several tested annual mileages. [ABSTRACT FROM AUTHOR]

Background: Overweight and low levels of physical activity (PA) in preschoolers are major public health concerns. However, to date only few studies have investigated subjective and objective correlates of PA across different socioecological domains in preschoolers. We therefore simultaneously investigate associations between preschoolers' objectively measured leisure-time PA and a comprehensive set of subjective and objective potential PA correlates across the behavioral, social and physical environmental domains on both family- and community-level. Methods: In this cross-sectional study time spent in moderate-to-vigorous PA (MVPA) and total PA (TPA) were measured by combined accelerometry and heart rate monitoring in 735 3-6 year-old children from 52 preschools in Southern Germany. Family- and community-level potential correlates of PA from different domains (behavioral, social and physical environmental) were subjectively (i.e. by parent proxy-report) and objectively assessed. Their associations with PA on weekend days and weekday afternoons were tested by covariate-adjusted multilevel regression models. Results: While none of the objective social and physical environmental factors showed associations with PA, subjective parental traffic safety perceptions were positively associated with MVPA and TPA on weekends. Also, preschoolers' participation in organized sports was positively correlated with MVPA (on weekends) and TPA (both on weekends and weekday afternoons). Conclusion: Subjective traffic safety perceptions and participation in organized sports, an indicator and a result of parental support towards PA - i.e. subjective parental perceptions of environmental factors and family-level correlates which are more proximal to preschoolers - might be more central to PA in preschool age than objectively assessed community-level environmental features which tend to be more distal correlates. If replicable, targeting parental perceptions of environmental factors and parental support for PA in preschool age might be powerful leverages for public health policy. [ABSTRACT FROM AUTHOR]

Vehicle sounds play an important role concerning customer satisfaction and can show another differentiating factor of brands. With an online survey of 1762 German and American customers, the requirement characteristics of high-quality vehicle sounds were determined. On the basis of these characteristics, a requirement profile was generated for every analyzed sound. These profiles were investigated in a second study with 78 customers using real vehicles. The assessment results of the vehicle sounds can be represented using the dimensions "timbre", "loudness", and "roughness/sharpness". The comparison of the requirement profiles and the assessment results show that the sounds which are perceived as pleasant and high-quality, more often correspond to the requirement profile. High-quality sounds are characterized by the fact that they are rather gentle, soft and reserved, rich, a bit dark and not too rough. For those sounds which are assessed worse by the customers, recommendations for improvements can be derived. [ABSTRACT FROM AUTHOR]

This study analyzed the most common types of accident involving bicycles and compared the frequency of injuries. The data source was the database of German In-Depth Accident Study (GIDAS). Cases consist of bicycles and their riders involved in accidents between 2000 and 2010. In most collisions, the bicycle impacted with a car. The percentage of injured bicyclists was higher in collisions with a heavy vehicle and decreased when the bicycle impacted with lighter vehicles. A high percentage of injured bicyclists in single accidents was observed; the most severe injury was more frequently to head and extremities. Accidents involving a car and a bicycle with the right of way in a bicycle path represented about 20% of involved and injured bicyclists. The ten most frequent configurations represented about 60% of involved and injured bicyclists. These results contribute to understand the dangerous scenarios for bicyclists and to suggest preventive actions. [ABSTRACT FROM AUTHOR]

The case study at hand investigates a largely neglected phenomenon: the discontinuation of incumbent socio-technical regimes by means of deliberate governance. Comparing actor constellations and policy measures in four different countries (the UK, Germany, France and the Netherlands) and on the EU level, we identify strategies and measures that have been applied to challenge the automobility regime. Instead of creating a new analytical framework for studying the governance of discontinuation, we propose to use three existing concepts, namely the multi-level perspective (MLP), multi-level governance (MLG) as well as actor-centred approaches, combining them into one integrated concept labelled “multi-level governance of socio-technical regimes”. From this perspective, the European Union is the most active actor in attempts to restrict automobility, especially exerting pressure at the landscape level. However, in spite of various challenges, the automobility regime still remains considerably stable. [ABSTRACT FROM AUTHOR]

Background: The public health burden of hypertension is high, but its relationship with long-term residential air pollution, road traffic, and greenness remains unclear. Objective: To investigate associations between residential air pollution, traffic, greenness, and hypertension among mothers. Methods: Information on doctor-diagnosed maternal hypertension was collected at the 15-year follow-up of two large population-based multicenter German birth cohorts—GINIplus and LISAplus (n=3063). Residential air pollution was modelled by land use regression models within the ESCAPE and universal kriging within the APMoSPHERE projects. Road traffic was defined as traffic load on major roads within a 100-m buffer around residences. Vegetation level (ie, greenness) was defined as the mean Normalized Difference Vegetation Index in a 500-m buffer around residences and was assessed from Landsat 5 TM satellite images. All the exposure variables were averaged over three residential addresses during the last 10 years and categorized into tertiles or dichotomized. The individual associations between each of the exposure variables and hypertension were assessed using logistic regression analysis. Results: No significant and consistent associations across different levels of adjustment were observed between the exposures of interest and hypertension. The only significant estimate was found with coarse particulate matter concentrations (OR 1.66, 95% CI 1.01 to 2.74; 3rd vs 1st tertile) among mothers residing in the Wesel area. No significant associations were observed with traffic load or greenness. Conclusion: This study does not provide evidence on detrimental effects of air pollution and road traffic or beneficial effects of greenness on hypertension among German adults. [ABSTRACT FROM AUTHOR]

BACKGROUND: Traffic noise affects a large number of people, particularly in urbanized areas. Noise causes stress and annoyance, but less is known about the relationship between noise and depression. OBJECTIVE: We investigated the association of residential road traffic noise with depressive symptoms using 5-year follow-up data from a German population-based study. METHODS: We analyzed data from 3,300 participants in the Heinz Nixdorf Recall study who were between 45 and 75 years old and were without depressive symptoms at baseline (2000-2003). Depressive symptoms were defined based on the Center for Epidemiologic Studies Depression scale (CES-D) 15-item questionnaire (total score ≥ 17) and antidepressant medication intake. Road traffic noise was modeled according to European Parliament/Council Directive 2002/49/EC. High noise exposure was defined as annual mean 24-hr noise levels > 55 A-weighted decibels [dB(A)]. Poisson regression with robust variance was used to estimate relative risks (RRs) a) adjusting for the potential confounders age, sex, socioeconomic status (SES), neighborhood-level SES, and traffic proximity; b) additionally adjusting for body mass index and smoking; and c) additionally adjusting for the potential confounders/intermediates comorbidities and insomnia. RESULTS: Overall, 35.7% of the participants were exposed to high residential road traffic noise levels. At follow-up (mean = 5.1 years after baseline), 302 participants were classified as having high depressive symptoms, corresponding to an adjusted RR of 1.29 (95% CI: 1.03, 1.62; Model 1) for exposure to > 55 versus ≤ 55 dB(A). Adjustment for potential confounders/intermediates did not substantially alter the results. Associations were stronger among those who reported insomnia at baseline (RR = 1.62; 95% CI: 1.10, 2.59 vs. RR = 1.21; 95% CI: 0.94, 1.57) and appeared to be limited to those with ≤ 13 years of education (RR = 1.43; 95% CI: 1.10, 1.85 vs. 0.92; 95% CI: 0.56, 1.53 for > 13 years). CONCLUSION: Our results suggest that exposure to residential road traffic noise increases the risk of depressive symptoms. [ABSTRACT FROM AUTHOR]

We conduct an empirical analysis of the technical efficiency of cars sold 2010 in Germany. The analysis is performed using traditional data envelopment analysis (DEA) as well as directional distance functions (DDF). The approach of DDF allows incorporating the reduction of carbon dioxide emissions as an environmental goal in the efficiency analysis. A frontier separation approach is used to gain deeper insight for diesel and gasoline cars. Natural gas driven cars and sport utility vehicles are also treated as different groups. The results show that the efficiency measurement is statistically yet not economically significantly influenced by the incorporation of carbon dioxide emissions. Moreover, we find that natural gas driven cars are highly inefficient even if the reduction of emissions is accounted for in the analysis. [ABSTRACT FROM AUTHOR]