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E-book reader supports users to create digital learning footprints in many forms like highlighting sentences or taking memos. Nowadays, it also allows an instructor to update their e-books in the e-book reader. However, e-book users often face problems when trying to find learning footprints they made in a new version e-book. Thus, users’ reading experience continuity across e-book revisions is hard to be maintained and seems to become a shortcoming within the e-book system. In this paper, in order to maintain users’ reading experience continuity, we deal with the transfer of learning footprints such as a marker, memo, and bookmark across e-book revisions on an e-book reader in a coursework scenario. We first give introduction and related works to demonstrate how researchers dedicated on the problem mentioned in this paper and page similarity comparison. Then, we compare three page similarity comparison methods using similarity computing models to compute page pairwise similarity in image level, text level, and image & text level. In the analysis, for each level, we analyze the performance of transferring learning footprint across e-book revisions and also the optimal threshold for similar page determination. After that, we give the analysis results to show the performances of three methods in image level, text level, and image & text level, and then, the error analysis is presented to specify the error types that occur in the results. We then propose page image & text similarity comparison as the optimal method to automatically transfer learning footprints across e-book revisions based on the analysis results and error analysis among three compared methods. Finally, the discussion and conclusions are shown in the end of this paper.

The California Regional Multisector Air Quality Emissions (CA-REMARQUE) model is developed to predict changes to criteria pollutant emissions inventories in California in response to sophisticated emissions control programs implemented to achieve deep greenhouse gas (GHG) emissions reductions. Two scenarios for the year 2050 act as the starting point for calculations: a business-as-usual (BAU) scenario and an 80% GHG reduction (GHG-Step) scenario. Each of these scenarios was developed with an energy economic model to optimize costs across the entire California economy and so they include changes in activity, fuels, and technology across economic sectors. Separate algorithms are developed to estimate emissions of criteria pollutants (or their precursors) that are consistent with the future GHG scenarios for the following economic sectors: (i) on-road, (ii) rail and off-road, (iii) marine and aviation, (iv) residential and commercial, (v) electricity generation, and (vi) biorefineries. Properly accounting for new technologies involving electrification, biofuels, and hydrogen plays a central role in these calculations. Critically, criteria pollutant emissions do not decrease uniformly across all sectors of the economy. Emissions of certain criteria pollutants (or their precursors) increase in some sectors as part of the overall optimization within each of the scenarios. This produces nonuniform changes to criteria pollutant emissions in close proximity to heavily populated regions when viewed at 4km spatial resolution with implications for exposure to air pollution for those populations. As a further complication, changing fuels and technology also modify the composition of reactive organic gas emissions and the size and composition of particulate matter emissions. This is most notably apparent through a comparison of emissions reductions for different size fractions of primary particulate matter. Primary PM2.5 emissions decrease by 4% in the GHG-Step scenario vs. the

California's goal to reduce greenhouse gas (GHG) emissions to a level that is 80 % below 1990 levels by the year 2050 will require adoption of low-carbon energy sources across all economic sectors. In addition to reducing GHG emissions, shifting to fuels with lower carbon intensity will change concentrations of short-lived conventional air pollutants, including airborne particles with a diameter of less than 2.5 µm (PM2.5) and ozone (O3). Here we evaluate how business-as-usual (BAU) air pollution and public health in California will be transformed in the year 2050 through the adoption of low-carbon technologies, expanded electrification, and modified activity patterns within a low-carbon energy scenario (GHG-Step). Both the BAU and GHG-Step statewide emission scenarios were constructed using the energy–economic optimization model, CA-TIMES, that calculates the multi-sector energy portfolio that meets projected energy supply and demand at the lowest cost, while also satisfying scenario-specific GHG emissions constraints. Corresponding criteria pollutant emissions for each scenario were then spatially allocated at 4 km resolution to support air quality analysis in different regions of the state. Meteorological inputs for the year 2054 were generated under a Representative Concentration Pathway (RCP) 8.5 future climate. Annual-average PM2.5 and O3 concentrations were predicted using the modified emissions and meteorology inputs with a regional chemical transport model. In the final phase of the analysis, mortality (total deaths) and mortality rate (deaths per 100 000) were calculated using established exposure-response relationships from air pollution epidemiology combined with simulated annual-average PM2.5 and O3 exposure. Net emissions reductions across all sectors are −36 % for PM0.1 mass, −3.6 % for PM2.5 mass, −10.6 % for PM2.5 elemental carbon, −13.3 % for PM2.5 organic carbon, −13.7 % for NO x , and −27.5 % for NH3. Predicted deaths associated with air pollutio

There is a growing consensus that moving to a low carbon future within the transport sector will require a substantial shift away from fossil fuels toward more sustainable means of transport. A particular emphasis has been given to battery electric vehicles (BEV) and plug in hybrid electric vehicles (PHEV), with many nations investing in improving their charging infrastructure and incentivising electric vehicle purchasing through offering grant schemes and tax relief to consumers. Despite these incentives, the uptake of BEVs and PHEVs has been low, while some countries, such as Ireland and Denmark, are in the process of removing the tax relief currently in place. This initial retraction has already been met with a fall in sales of BEVs and PHEVs, which is expected to continue decreasing as these incentives are further reduced. This study develops a socio-economic consumer choice model of the private transport sector based off national empirical data for Ireland and Denmark to analyse the long-term effects of these subsidy retractions, and to further analyse the policy measures and associated cost of moving toward a low carbon private transport sector.

An optimization model of the California Energy System (CA-TIMES) is used to understand how California can meet the 2050 targets for greenhouse gas (GHG) emissions. This model represents energy supply and energy demand in California and simulates the technology and resource requirements needed to meet projected energy service demands. These model choices vary based upon policy constraints such as a carbon cap, fuel economy standards, renewable electricity requirements, as well as technology and resource costs and availability. This report contains appendices covering the cost of electricity generation technologies, assumptions on costs and constraints, and policy descriptions for various scenarios.

The emergence of natural gas as an abundant, inexpensive fuel in the United States has highlighted the possibility that natural gas could play a significant role in the transition to low carbon fuels. Natural gas is often cited as a “bridge” to low carbon fuels in the transportation sector. Major corporations are already investing billions of dollars to build infrastructure to feed natural gas into the U.S. trucking industry and expand the use of natural gas in fleets. In the state of California, natural gas fueling infrastructure is expanding, especially in and around the ports of Los Angeles and Long Beach. The use of natural gas fueled medium and heavy duty fleets is currently on an upswing. The authors examine the precise natural gas infrastructure that is economically and technologically synergistic for both natural gas and renewable natural gas in the near-term, and alternative fuels like renewable natural gas (RNG) and hydrogen in the long term. In particular, the authors examine optimum paths for developing infrastructure in the near-term that will accommodate alternative fuels once they become available at the commercial scale. The original design of the Low Carbon Fuel Standard (LCFS) provides time for the development of advanced, near zero technologies. The authors consider the credits from the LCFS in our analysis.View the NCST Project Webpage

The Intelligent Systems Series comprises titles that present state-of-the-art knowledge and the latest advances in intelligent systems. Its scope includes theoretical studies, design methods, and real-world implementations and applications. The most prevalent topics in Intelligence and Security Informatics (ISI) include data management, data and text mining for ISI applications, terrorism informatics, deception and intent detection, terrorist and criminal social network analysis, public health and bio-security, crime analysis, cyber-infrastructure protection, transportation infrastructure security, policy studies and evaluation, and information assurance, among others. This book covers the most active research work in recent years. Pulls together key information on ensuring national security around the worldThe latest research on this subject is concisely presented within the book, with several figures to support the text.Will be of interest to attendees of The Intelligence and Security Informatics conference series, which include IEEE International Conference on Intelligence and Security Informatics (IEEE ISI)

The purpose of this report is to understand the extent to which each transportation technology could be used to help meet the 80% emissions reduction target. This report focuses on end-use demands in the transportation sector (i.e. which vehicle technologies will be used to meet demand for mobility), rather than transportation fuel supply (how those fuels are produced). The report will attempt to answer a primary question as to whether various types of higher efficiency technologies could meet an 80% reduction in fuel use in and of themselves (stress test), and then if not, an important secondary follow up is to determine the potential reduction in fuel demand that could be achieved with the technology (realistic case).

This report assesses technology requirements for reducing greenhouse gas (GHG) emissions in California to 80% below 1990 levels by 2050 as required by Executive Order S-3-05 (2005). Details of this analysis, assumptions and data are to be found in forthcoming reports, including a detailed analyses for specific energy technologies. The present document serves to synthesize the results and present the major findings.The challenge of meeting these GHG emission targets is large:• By 2050, California’s population is expected to grow from the 2005 level of 37 million to 55 million. Even with moderate economic growth and business-as-usual (BAU) efficiency gains, we will need roughly twice as much energy in 2050 as we use today.• To achieve the 80% reduction goal, California’s greenhouse gas emissions will need to fall from 470 MtCO2e/yr (million metric tons of CO2 equivalent per year) in 2005 to 85 MtCO2e/ yr in 2050, with most of those emissions (77 MtCO2e/yr) coming from the energy sector. Accomplishing this will require a reduction from about 13 tons CO2e per capita in 2005 to about 1.6 tons CO2e per capita in 2050.This study has developed a set of energy system “portraits”, each of which meets the challenge of providing the energy needed for future growth while striving to achieve the required greenhouse gas emissions reductions. We use the term energy system portrait to mean a set of energy sources, carriers and end-use technologies that meet all the energy needs of Californians projected for 2050. An energy system portrait describes an end-state or target energy system that could be a goal for California. This study connects related sectors of the energy system in order to account for trade- offs and inter-relationships. For example, if vehicle electrification is chosen as a strategy to reduce emissions, we also have to account for the emissions produced by the generation of the additional electricity needed for the vehicles.

Concerns regarding air pollution, energy dependence, and, increasingly, climate change continue to motivate the search for new transportation solutions. Much of the focus is on light-duty vehicles, as they account for approximately 60% of transportation energy use and greenhouse gas (GHG) emissions. Battery-powered, electric-drive vehicles (EVs), such as plug-in hybrid electric vehicles (PHEVs) and battery electric vehicles (BEVs), are among the most promising of the advanced vehicle and fuel options that have been proposed to help reduce fuel usage and GHG emissions from light-duty vehicles.

This paper investigates how California may reduce transportation greenhouse gas emissions 80% below 1990 levels by 2050 (i.e., 80in50). A Kaya framework that decomposes greenhouse gas emissions into the product of population, transport intensity, energy intensity, and carbon intensity is used to analyze emissions and mitigation options. Each transportation subsector, including light-duty, heavy-duty, aviation, rail, marine, agriculture, and off-road vehicles, is analyzed to identify specific mitigation options and understand its potential for reducing greenhouse gas emissions. Scenario analysis shows that, while California’s 2050 target is ambitious, it can be achieved in transport if a concerted effort is made to change travel behavior and the vehicles and fuels that provide mobility. While no individual ‘‘Silver Bullet” strategy exists that can achieve the goals, a portfolio approach that combines strategies could yield success. The 80in50 scenarios show the impacts of advanced vehicle and fuels technologies as well as the role of travel demand reduction, which can significantly reduce energy and resource requirements and the level of technology development needed to meet the target.