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Strong policies are needed to accelerate the zero-emission vehicle (ZEV) transition so that it occurs at a pace in line with international climate goals. The purchase price of new vehicles tends to be the variable that most affects consumer decisions. With urgency for a ZEV transition, fiscal pressure for governments can be high as rebates for consumers and incentives supporting manufacturers in the switch to ZEV technologies will be needed for a mass-market transition. Fees on high-polluting vehicles—and rebates on clean ones—have become an effective and increasingly common strategy in European countries. The feebate mechanism can raise the necessary capital for financing a ZEV transition in combination with other regulatory mechanisms. This paper reviews and assesses feebate design types, issues, and implementation strategies in France, Germany, Italy, Sweden, and the United Kingdom. These examples show that feebates can be designed in a variety of ways to meet unique policy objectives and that periodic adjustments are helpful in achieving goals. Among twelve design considerations for an effective feebate, the authors find that: (1) focusing on a single fee parameter, such as CO2 emissions, can be a simple yet effective mechanism; (2) a continuous functional form for the fee and a stepwise rebate are likely to be most effective in driving EV adoption; and (3) pure feebates, where fee revenue funds EV incentives by program design, provide certainty for manufacturers, regulators, and consumers. View the NCST Project Webpage

The United States (US), under the Biden Administration, has set a goal of reaching a 50% sales share for zero-emission vehicles by 2030. The administration is pursuing a combination of aggressive fuel economy and greenhouse gas performance standards along with tax credits for consumers who purchase electric vehicles (EVs). Given the anticipated high costs of the EV transition and limited public funds, policy mechanisms that generate extra-budgetary funding are enticing. Feebates—where a fee charged on some purchases is used to offer a rebate for others—can serve as a self-sustaining tool. Feebates have been attempted at the state and federal level in the US but did not pass legislatures due to a lack of political support for levying a fee on internal combustion engine (ICE) vehicles. However, as governments face increasing fiscal constraints, there is greater support for self- funding EV incentive programs. Feebate policies can provide certainty for both producers and consumers to facilitate a steady transition to sustainable transportation. This paper assesses the potential utility of feebates for shaping the US light-duty vehicle market. The analysis demonstrates that: (1) revenue-neutral incentive systems are possible and (2) revenue-neutrality can be achieved with relatively low fees on ICE vehicles to support economic equity among buyers. From an industry perspective, market certainty can be created by incorporating fuel economy targets into a fee schedule as pivot points and allocating fees to finance rebates. This would likely influence industry investment decisions in ways that increase EV production and model availability. View the NCST Project Webpage

The majority of people with disabilities in the United States of America (US) are licensed drivers or use transportation modes based on private vehicles. Despite this, people with disabilities, including licensed drivers, still often encounter difficulties that limit their overall mobility and quality of life. Research about the problems with private vehicular modes facing people with disabilities remains sparse. Existing research suggests that some disabilities make driving impossible, while poverty often associated with disability makes owning and modifying vehicles to fit users’ needs unaffordable. People with disabilities who cannot drive or cannot afford to own a vehicle may use rental cars or carsharing services, get rides from friends or family, or use ridehailing services or taxis, but car-oriented land use patterns and the higher costs of modified vehicles together may compromise the availability of these modes for people with disabilities. Better understanding of the challenges that people with disabilities face with these modes and of associated land use issues is critical for new modes & policies to sustainably improve the mobility of people with disabilities.

A significant fraction of people with disabilities in the United States of America (US) do not drive, and these people disproportionately use public transit and paratransit services compared to drivers with disabilities. Substantial research exists regarding not only the ease for people with disabilities to use public transit and paratransit services but also the availability of such services and the availability of nearby pedestrian infrastructure. However, much less research exists regarding the effects of shared micromobility services, car-free areas, and consolidation of public transit services on the mobility of people with disabilities. This systems-level thinking about not only first-order effects but also second- and higher-order effects is critical for the development of policies that more effectively address the mobility needs of people with disabilities.

Motivated by increasing emphasis on decarbonization, hydrogen as an energy carrier is enjoying unprecedented political and business momentum. This paper reviews the status of hydrogen strategies and progress in major global economies, with a particular focus on four leading jurisdictions (Japan, Germany, S. Korea and California). These have been among the most aggressive, though in different ways. Japan, Germany, and S. Korea have been more focused on developing a sustainable hydrogen supply chain, while California has been more focused on spurring hydrogen demand, especially in the transportation sector. Japan’s strategy involves forging partnerships to import “blue” hydrogen (from methane with carbon abatement strategies) while Germany has focused on “green” (e.g., electrolytic) hydrogen production, along with plans to leverage its extensive natural gas pipelines for hydrogen distribution. Japan anticipates the power sector to be the largest consumer of hydrogen, while others expect the transportation and industry sectors to be the prime movers of future hydrogen demand. Japan, S. Korea and Germany will likely import a substantial portion of their future hydrogen supplies, while California has the potential for low-cost hydrogen production, but will need to establish demand and invest in hydrogen transportation and distribution infrastructure. In all four jurisdictions, investments are still relatively small and there exists huge opportunities for cooperation to develop a self-sustaining global hydrogen market.

BackgroundNurse champions are front-line practitioners who implement innovation and reconstruct policy.PurposeTo understand through a network theory lens the factors that facilitate nurse champions' engagement with radical projects, representing their actions as street-level bureaucrats (SLBs).Materials and methodsA personal-network survey was employed. Ninety-one nurse champions from three tertiary medical centers in Israel participated.FindingsGiven high network density, high levels of advice play a bigger role in achieving high radicalness compared with lower levels advice. High network density is also related to higher radicalness when networks have high role diversity.DiscussionUsing an SLB framework, the findings suggest that nurse champions best promote adoption of innovation and offer radical changes in their organizations through professional advice given by colleagues in their field network. Healthcare organizations should establish the structure and promote the development of dense and heterogeneous professional networks to realize organizations' goals and nurses' responsibility to their professional employees, patients, and society.

The purpose of this report is to provide a research-driven analysis of options that can put California on a pathway to achieve carbon-neutral transportation by 2045. The report comprises thirteen sections. Section 1 provides an overview of the major components of transportation systems and how those components interact. Section 2 discusses the impacts the COVID-19 pandemic has had on transportation. Section 3 discusses California’s current transportation-policy landscape. These three sections were previously published as a synthesis report. Section 4 analyzes the different carbon scenarios, focusing on “business as usual” (BAU) and Low Carbon (LC1). Section 5 provides an overview of key policy mechanisms to utilize in decarbonizing transportation. Section 6 is an analysis of the light-duty vehicle sector, section 7 is the medium- and heavy-duty vehicle sectors, section 8 is reducing and electrifying vehicle miles traveled, and section 9 is an analysis of transportation fuels and their lifecycle. The following sections are an analysis of external costs and benefits: section 10 analyzes the health impacts of decarbonizing transportation, section 11 analyzes equity and environmental justice, and section 12 analyzes workforce and labor impacts. Finally, future research needs are provided in section 13. The study overall finds that cost-effective pathways to carbon-neutral transportation in California exist, but that they will require significant acceleration in a wide variety of policies.

Key Takeaways1. The electrification of passenger vehicles should be one part of a city’s transportation plan. Shifting from internal combustion engine vehicles to plug-in electric vehicles (PEVs) can improve urban air quality, reduce greenhouse gas emissions, and reduce energy consumption.2. Recent studies show that electric vehicle awareness is low even in mature markets; cities should promote electric vehicles to residents by leveraging existing promotional campaigns.3. Various financial and non-financial incentives can effectively encourage electric vehicle uptake, including: free, discounted, or preferential-location parking; free or reduced road and bridge tolls; and allowing electric vehicles to drive in bus or carpool lanes.4. Several cities are restricting or planning to restrict the access that internal combustion engine vehicles (ICEVs) have to certain areas. If these restrictions apply to most (or all) passenger ICEVs, they can promote PEV purchase and use in cities.5. Infrastructure development in cities should follow the same fundamental approach as that used outside of cities. The priority should be ensuring that PEV owners and prospective PEV buyers have access to charging at or near home. Workplace and public charging should be developed for those who cannot access charging at or near home.6. Cities should be strategic in their approach, first identifying the goals they want to achieve, and then exploring what steps they can take to meet these goals. The steps available will likely differ between cities due to the different ways in which roads, parking, and any other vehicle infrastructure is governed.

BackgroundUnder structural conditions of non-governability, most players in the policy arena in Israel turn to two main channels that have proven effective in promoting the policies they seek: the submission of petitions to the High Court of Justice and making legislative amendments through the Economic Arrangements Law initiated by the Ministry of Finance. Nevertheless, an analysis of the principal trends emerging from the High Court of Justice rulings and legislative amendments through the Economic Arrangements Law indicates that these channels are open to influence, primarily by forces that are essentially neo-liberal. Little is known about the effects of these trends on the right to healthcare services, which in Israel has not been legislated as an independent constitutional law in Basic Laws.MethodsWe use four major legal cases decided by the Supreme Court of Israel in the past 10 years where the Court reviewed new legislative initiatives proposed by the Economic Arrangements Law in the area of healthcare. We utilize an institutional approach in our analysis.ResultsA neo-institutional analysis of the legal cases demonstrates that petitions against the Economic Arrangements Law in the area of healthcare services have been denied, even though the Court uses strong rhetoric against that law and the government more generally in addressing issues that concern access to healthcare services and reforms in the healthcare system. This move strengthens the trend toward a neo-liberal public policy and significantly weakens the legal protection of the right to healthcare services.ConclusionIn deciding petitions against the Economic Arrangements Law in the area of healthcare, the Supreme Court allows the Ministry of Finance to be a dominant player in the formation of public policy. In doing so, it may be promoting a goal of strengthening its position as a political institution that aspires to increase the public's trust in the judiciary and especially in the Supreme Court itself, in addition to exercising judicial restraint and allowing more leeway to the executive and legislative branches more generally.

The purpose of this whitepaper is to summarize research regarding how much freight might be diverted from California ports if port costs increase due to policy, especially environmental regulations. Although no publicly available study that examines the precise research question was identified, there is scientific literature examining freight diversion in response to generalized increases in costs. Findings suggest that freight diversion is unlikely to be a major consequence if California imposes port requirements designed to reduce greenhouse gas (GHG) emissions from maritime shipping, if such requirements result in modest cost increases (around $30/TEU1 or below) for shipping companies. However, this statement is based on studies of port demand elasticity that have not been recently updated.The potential diversion effect of proposed environmental policies should be examined on the basis of costs (in terms of dollars per TEU ) and elasticities of demand for specific ports. Future research could update elasticities (which have been observed to change over time) and address the specific question more directly.

Economists have long urged governments to use Pigouvian taxes to efficiently reduce emissions. This has rarely happened, mostly because until now, technology has not existed to precisely measure in-use emissions by location and time. In recent years, increasingly sophisticated on-board diagnostic (OBD) devices have been required for cars and trucks to monitor engine operation and measure the in-use fuel consumption and emissions of vehicles. This paper proposes the use of Pigouvian pricing to reduce emissions from on-road heavy-duty vehicles (HDVs) by utilizing emission data from OBD devices and location data from global positioning system (GPS) devices. Thus, emissions can be measured and managed over time and space using geofencing. The authors address the feasibility of using OBD and GPS devices in this way, taking into account a monitoring system consisting of OBD and GPS, designated area, pricing scheme, and the relationship with other related policies. The authors conclude that emission data can be collected reliably using OBD technology, and that geofenced time-specific pricing policies are technically feasible.

Models show that to avert dangerous levels of climate change, global carbon dioxide emissions must fall to zero later this century. Most of these emissions arise from energy use. Davis et al. review what it would take to achieve decarbonization of the energy system. Some parts of the energy system are particularly difficult to decarbonize, including aviation, long-distance transport, steel and cement production, and provision of a reliable electricity supply. Current technologies and pathways show promise, but integration of now-discrete energy sectors and industrial processes is vital to achieve minimal emissions. Net emissions of CO2 by human activities - including not only energy services and industrial production but also land use and agriculture - must approach zero in order to stabilize global mean temperature. Energy services such as light-duty transportation, heating, cooling, and lighting may be relatively straightforward to decarbonize by electrifying and generating electricity from variable renewable energy sources (such as wind and solar) and dispatchable ("on-demand") nonrenewable sources (including nuclear energy and fossil fuels with carbon capture and storage). However, other energy services essential to modern civilization entail emissions that are likely to be more difficult to fully eliminate. These difficult-to-decarbonize energy services include aviation, long-distance transport, and shipping; production of carbon-intensive structural materials such as steel and cement; and provision of a reliable electricity supply that meets varying demand. Moreover, demand for such services and products is projected to increase substantially over this century. The long-lived infrastructure built today, for better or worse, will shape the future.Here, we review the special challenges associated with an energy system that does not add any CO2 to the atmosphere (a net-zero emissions energy system). We discuss prominent technological opportunities and barriers for eliminating and/or managing emissions related to the difficult-to-decarbonize services; pitfalls in which near-term actions may make it more difficult or costly to achieve the net-zero emissions goal; and critical areas for research, development, demonstration, and deployment. It may take decades to research, develop, and deploy these new technologies.DOI Link: https://doi.org/10.1126/science.aas9793

A revolution is underway in transportation, with a variety of electric vehicles rapidly coming to the fore. The switch from internal combustion engines to electric motors will change the world in many ways and is expected to help reduce the world’s carbon dioxide emissions. Inspired by this vision, leaders in China, France, and Britain have all proclaimed that they will effectively ban cars that aren’t electric by about 2040, while Volvo says all of its vehicles will be powered by electric motors in a few years. Other automakers have also announced that they are headed that way. But how far along is this revolution really? What challenges still need to be overcome to gain truly widespread acceptance on a scale that can combat climate change? Will the costs and the benefits of these new vehicles be equally spread among countries and companies? And while we all benefit in the long term, who will be the winners and the losers in our short-term world where Wall Street thinking predominates?.

Iron deficiency anemia (IDA) and cystoisosporosis are the most common clinical conditions of fast‐growing piglets. Until now, IDA and cystoisosporosis have been managed by intramuscular injection of iron complexes (such as dextran or gleptoferron) and oral administration of toltrazuril. Recently, a new combination product containing toltrazuril and gleptoferron for intramuscular application (Forceris®) has been registered. The objective of this study was to compare the pharmacokinetic profiles of toltrazuril and its main metabolite, toltrazuril sulfone, following a single oral (Baycox®) or intramuscular (Forceris®, a toltrazuril‐iron combination product) administration at 20 mg/kg to young suckling piglets. The orally treated piglets were also supplemented with iron (Gleptosil®), and the hematinic activities were compared. Piglets in both groups received comparable doses. The peak concentration (Cmax) of toltrazuril after intramuscular administration was 11% lower than that after oral administration (p =.376). However, the exposure to toltrazuril (AUC) was significantly increased (40% higher) when toltrazuril was administered intramuscularly (p =.036). The Cmax and AUC values of the active metabolite, toltrazuril sulfone were 39% and 34% higher, respectively, after intramuscular administration (p =.007 and 0.008, respectively). Piglets in both groups were properly protected against IDA. In conclusion, a higher relative bioavailability of toltrazuril is observed when toltrazuril is administered intramuscularly. [ABSTRACT FROM AUTHOR]

Oedema disease (OD) in weaned piglets is caused by shigatoxigenic Escherichia coli (STEC), which produces the Stx2e toxin. The disease is controlled by early vaccination (for example, with Ecoporc Shiga®). Iron-deficiency anaemia (IDA) and cystoisosporosis are the most common clinical conditions in piglets. These conditions are managed mainly by the intramuscular injection of iron and application of toltrazuril (for example, Forceris®). In the present study, we sought to evaluate any effect on the efficacy of OD vaccination and iron/anticoccidial treatment resulting from a simultaneous application. An evaluation was carried out by measuring the development of neutralising antibodies against the Stx2e toxin, hematinic indices and oocysts shedding. Six litters from Stx2e-antibody-negative sows were included in the study, with 12 piglets in each litter. The piglets were randomly allocated into two groups on their second day of life (DOL): (T1) iron/anticoccidial treatment and vaccine were administered on different days, and (T2) products were administered simultaneously. Blood samples were collected to determine the levels of serum-neutralising antibodies, haemoglobin and haematocrit. Faecal matter was examined for the presence of oocysts of Cystoisospora suis. No differences were found between the two groups in terms of the development of neutralising antibodies. The levels of haemoglobin and haematocrit were lower (p < 0.05 and p = 0.08, respectively) when iron/anticoccidial treatment and vaccine were applied simultaneously but within the optimal range, based on current interpretive criteria for IDA. Oocysts were not detected in the faecal samples from the animals in either group. In conclusion, we found that, under the conditions of our study, the efficacy of OD vaccination and iron/anticoccidial treatment was not affected by the simultaneous use. [ABSTRACT FROM AUTHOR]

Scaling-up solutions require learning and adapting lessons between locations and at different scales. To accomplish this, common metrics are vital to building a shared language. For California, this has meant careful financial, cradle-to-grave life-cycle assessment methods leading to carbon accounting in many avenues of government (via the Low Carbon Fuel Standard or the Cap and Trade program). These methods themselves interact, such as the use of carbon accounting for the resources needed to manage water and other key resources; the use of criteria air pollution monitoring to identify environmental injustices; and the use of carbon market revenues to address these inequalities, through investment in best available abatement technologies (BACT) and in job creation in disadvantaged communities anticipated in the emerging clean energy sector. Creating interdisciplinary partnerships across the UC Campuses and the National Laboratories to innovate science and technology is critical to scalable carbon neutrality solutions. As an example, we can build coordinated research and development programs across UC and California, with strong partnerships with the Federal government to coordinate and “multiply” resources that accelerate development and deployment. These partnerships should be strongly goal-focused, i.e., they are created to solve specific, large problems, to enable quantitatively measurable outcomes within energy generation, efficiency and CO2 abatement categories. Intersectoral partnerships should be fostered across campuses, laboratories, with state, federal and multi-lateral organizations funding to develop technologies and deploy solutions at scale. Integrated partnerships with industry are required to influence markets, deploy solutions, and create new industries and jobs. Beyond California, we need to establish consortia with industry and foundations to deploy solutions at the regional, state, national, and international scale to create new industries, new jobs, and further UC and California’s leadership position. Significant economic opportunities exist, such as promoting aggressive electric vehicle programs elsewhere in the world, where California-based companies could play a key role on many fronts, via electric vehicles themselves, but also through building-integrated smart meters, inverters, solar and other clean energy generation technologies. All work must include a focus on environmental justice both at home in California and through global partnerships.

California has been a leader in advancing policy solutions to environmental and energy challenges since the 1960s. Many of those policy innovations have spread worldwide. Beginning with statutes passed by the California legislature starting in 2002 and continuing through today, California is adopting a comprehensive set of policies, regulations, and incentives to reduce greenhouse gas emissions, with particular emphasis on those associated with transportation-vehicles, fuels, and mobility. This paper reviews California's policy and regulatory approach related to transportation and highlights energy and climate policy lessons. The portfolio policy approach requires wise oversight, which will become more critical as California begins to adopt policies and rules to achieve more aggressive targets for 2030 and beyond. The shortcomings of a California-only policy approach will be overcome by expanding policy collaboration with other jurisdictions.

Background: End-stage renal disease (ESRD) is the final stage of chronic kidney disease. Yet dialysis is not suitable for all ESRD patients. Moreover, while shared decision-making (SDM) is the preferred model for making medical decisions, little is known about SDM between nephrology nurses and ESRD patients in Israel. Research Objective: Assessing the views, attitudes, practices, and ethical dilemmas of nephrology nurses in Israel regarding SDM with ESRD patients. Methods: Using the descriptive quantitative approach, questionnaires were completed by 444 nephrology nurses in Israel. In addition to conducting descriptive statistics, t-tests for independent samples, f-tests for analysis of variance, and both tests for independence were also performed. Ethical Considerations: The research aims, expected advantages and risks have been explained to respondents before completing the questionnaire to secure informed consent. Anonymity and confidentiality were ensured throughout the study. The study was approved by the Research Ethics Committee at the University of Haifa (Approval # 411/21). Results: About one-third (30%–36.5%) of nurses reported discussing quality of life issues with ESRD patients, asking about their advance directives/power of attorney, exploring cultural/religious beliefs in end-of-life care, and ask about their preferred place of death. Nurses who convey high levels of patient-centered care (68.9%, p <0.0001), have high end-of-life training (76.2%, p <0.0001), and report cooperating with interdisciplinary teams (63.8%, p = 0.0415), also reported higher SDM practices than others. Nurses who refer less patients to palliative care (70%, p <0.0001) reported higher involvement in SDM compared to other nurses. Conclusions: Nephrology nurses in Israel do not tend to implement the SDM model, despite its potential for improving quality of life for ESRD patients and their families and increasing conservative care options. Policy makers and educators in Israel should develop and implement training programs and support in the workplace, to enhance SDM between nephrology nurses and ESRD patients. [ABSTRACT FROM AUTHOR]

Simple Summary: In this study, we sought to compare the effects of two treatment protocols for the control of iron-deficiency anemia and cystoisosporosis in piglets by studying the behavioral and physiological (stress) reactions in 3-day-old animals. In one protocol, intramuscular injection with a toltrazuril (TZL) and iron-based (gleptoferron) combination product was administered; in the other, the injection of iron was combined with an oral application of TZL. A total of 288 piglets were divided into three sex-balanced groups: 96 piglets in an oral + parenteral group (O + P); 96 piglets in a parenteral group, (P); and 96 untreated animals in a control group. The response of the piglets to manipulation was studied using previously described methodology. Using video recordings, an evaluator assigned scores to indicate flight reactions and both the intensity and frequency of vocalizations in the treated piglets. More intense responses (value 2) were recorded in piglets from the O + P group, indicated by increased reactions to manipulation and flight reactions (p < 0.05). In addition, piglets in the O + P group emitted more screams during administration than animals in the P group (p < 0.05). Differences in growth performance between the treatment and control animals were not observed (p > 0.05). In conclusion, the administration of a combination product reduced stress during administration, as indicated by reduced vocalizations and reactions to manipulation. The aim of the present study was to assess the short-term behavioral and physiological responses of piglets to different treatment protocols for the control of iron-deficiency anemia (IDA) and cystoisosporosis. Piglets were treated with either (1) an injection of iron combined with an oral application of toltrazuril (TLZ) by drenching or (2) a combination injection of TZL + gleptoferron; the behavior of the piglets was then evaluated. For this study, 288 piglets were divided into three experimental groups: 96 piglets were kept untreated (control group); 96 piglets received an oral administration of a generic TZL-based anticoccidial agent (20 mg/kg BW) along with intramuscular administration of iron dextran (200 mg/mL; 1 mL/piglet) at the same handling (oral + parenteral group, O + P); and 96 piglets received an intramuscular application of the combination product (parenteral group, P). For each treated piglet, the total handling time, flight reaction, and the intensity and frequency of vocalizations were determined using the methodology described by Scollo et al. (2020). Piglets in the O + P group were found to emit more screams during treatment administration than animals in the P group (21.05% vs. 8.42% of animals; p < 0.05). Piglets in the O + P group reacted worse to manipulation and oral administration because a higher percentage of animals continued to fidget even after handling (32.63% vs. 12.63%; p < 0.05). Differences in growth performance between the groups were not observed in our study (p > 0.05). In conclusion, the administration of a combination product reduced stress during administration, as indicated by reduced vocalizations and reactions to manipulation. [ABSTRACT FROM AUTHOR]

Objectives: Exploring the experiences, perceptions and meanings of family members and close friends of Israeli individuals who sought aid-in-dying outside Israel. Methods: Using the phenomenological-interpretive approach, a qualitative research design was employed, based on ten in-depth semi-structured interviews with Israelis who had provided support for a relative who embarked on suicide tourism. Results: The following five themes emerged from interviews: (1) facilitators for supporting an individual requesting suicide tourism; (2) choosing death and actively making the decision to die; (3) the meaning of traveling to die; (4) offering support throughout the process; and (5) facilitating procedures after death. Conclusion: The participants spoke of the active role that they played in their relative's suicide-tourism journey. They conveyed conflicting emotions and values regarding the decision at hand, the ability to say goodbye thanks to their pre-planned death, helping to reduce their suffering and burden, and dealing with the challenge of disclosing the deceased's plans, before and after the act, as well as their own involvement in the process. Relatives of suicide-tourism patients should receive professional support during and following this difficult process. [ABSTRACT FROM AUTHOR]

China is currently experiencing accelerated urbanization, with total urban population accounting for 52.6% of the country's total population in 2012. The next 10 years is foreseen to be characterized by the rural-to-urban migration of more than 300 million citizens. The consequent pressure on the environment compels small and medium-sized cities to accommodate the influx of migrants-a situation that inevitably brings new challenges to public utility management in the country. Most of these cities lack systematic management and consistent standards in the formulation of public transportation policy because of a vague decision-making mechanism. We empirically investigate the decision-making process for public transportation policy in China's medium-sized cities, focusing specifically on the ownership reform of the public transportation system in Huizhou, Guangdong. We apply Kingdon's multi-stream model and extensively interview stakeholders who shape public transit policy in the study area. On these bases, we discuss how the three streams-problems, policy, and politics-converge and initiate the reform of public transportation systems. Kingdon's model enables the identification of weak links in the transportation management systems of China's medium-sized cities. © 2013 Elsevier Ltd.

“Sustainable Transportation: The Future of the Automobile in an Environmentally Constrained World” has analyzed the nature of the problems confronting the transportation systems of industrialized countries. We seek to understand how travel and energy use for travel (and freight) is changing, how these changes may affect the environment, and how the environmental problems may in turn affect future travel and freight activity. During its first three years, the study focused on the automobile. During the final two years, we aim to examine other modes of transportation more closely, in order to produce an integrated picture of the options facing the U.S. and other developed nations. Although we have focused on the U.S. and other major industrialized countries, we acknowledge that problems facing rapidly growing transportation demand are manifest in the Third World and in the economies in transition in Central and Eastern Europe.