2 1 The innovative transport systems and the CityMobil project 10 1.1 The research questions 10 2 The state of art in the field of automatic transport systems 12 2.1 Case studies and demand studies for innovative transport systems 12 3 The design and implementation of surveys 14 3.1 Definition of experimental design 14 3.2 Questionnaire design and delivery 16 3.3 First analyses on the collected sample 18 4 Calibration of Logit Multionomial demand models 21 4.1 Methodology 21 4.2 Calibration of the “full” model. 22 4.3 Calibration of the “final” model 24 4.4 The demand analysis through the final Multinomial Logit model 25 5 The analysis of interaction between the demand and socioeconomic attributes 31 5.1 Methodology 31 5.2 Application of Mixed Logit models to the demand 31 5.3 Analysis of the interactions between demand and socioeconomic attributes through Mixed Logit models 32 5.4 Mixed Logit model and interaction between age and the demand for the CTS 38 5.5 Demand analysis with Mixed Logit model 39 6 Final analyses and conclusions 45 6.1 Comparison between the results of the analyses 45 6.2 Conclusions 48 6.3 Answers to the research questions and future developments 52

The European commission

Long-term scenarios play an important role in research on global environmental change. The climate change research community is developing new scenarios integrating future changes in climate and society to investigate climate impacts as well as options for mitigation and adaptation. One component of these new scenarios is a set of alternative futures of societal development known as the shared socioeconomic pathways (SSPs). The conceptual framework for the design and use of the SSPs calls for the development of global pathways describing the future evolution of key aspects of society that would together imply a range of challenges for mitigating and adapting to climate change. Here we present one component of these pathways: the SSP narratives, a set of five qualitative descriptions of future changes in demographics, human development, economy and lifestyle, policies and institutions, technology, and environment and natural resources. We describe the methods used to develop the narratives as well as how these pathways are hypothesized to produce particular combinations of challenges to mitigation and adaptation. Development of the narratives drew on expert opinion to (1) identify key determinants of these challenges that were essential to incorporate in the narratives and (2) combine these elements in the narratives in a manner consistent with scholarship on their inter-relationships. The narratives are intended as a description of plausible future conditions at the level of large world regions that can serve as a basis for integrated scenarios of emissions and land use, as well as climate impact, adaptation and vulnerability analyses.

/pdf/the-roads-ahead-narratives-for-shared-socioeconomic-pathways-36yn5emfav.pdf

The roads ahead: Narratives for shared socioeconomic pathways describing world futures in the 21st century

This study examines whether shareholders are sensitive to corporations' environmental footprint. Specifically, I conduct an event study around the announcement of corporate news related to environment for all US publicly traded companies from 1980 to 2009. In keeping with the view that environmental corporate social responsibility (CSR) generates new and competitive resources for firms, I find that companies reported to behave responsibly toward the environment experience a significant stock price increase, whereas firms that behave irresponsibly face a significant decrease. Extending this view of “environment-as-a-resource,” I posit that the value of environmental CSR depends on external and internal moderators. First, I argue that external pressure to behave responsibly towards the environment―which has increased dramatically over recent decades―exacerbates the punishment for eco-harmful behavior and reduces the reward for eco-friendly initiatives. This argument is supported by the data: over time, the ...

Corporate Social Responsibility and Shareholder Reaction: The Environmental Awareness of Investors

This review covers the recent literature on the geography of sustainability transitions and takes stock with achieved theoretical and empirical insights. The review synthesises and reflects upon insights of relevance for sustainability transitions following from analyses of the importance of place specificity and the geography of inter-organisational relations. It is found that these contributions focus on the geography of niche development rather than regime dynamics, and that there is an emphasis on understanding the importance of place-specificity at the local level. While there is a wide consensus that place-specificity matters there is still little generalisable knowledge about how place-specificity matters for transitions. Most contributions add spatial sensitivity to frameworks from the transitions literature, but few studies suggest alternative frameworks to study sustainability transitions. To address this, the review suggests promising avenues for future research on the geography of sustainability transitions, drawing on recent theoretical advancements in economic geography.

https://lup.lub.lu.se/search/ws/files/1568556/4857540.pdf

The Geography of Sustainability Transitions: Review, Synthesis and Reflections on an Emergent Research Field.

Environmental Regulation and Competitiveness: Empirical Evidence on the Porter Hypothesis from European Manufacturing Sectors

Twenty years ago, Harvard Business School economist and strategy professor Michael Porter stood conventional wisdom about the impact of environmental regulation on business on its head by declaring that well-designed regulation could actually enhance competitiveness. The traditional view of environmental regulation held by virtually all economists until that time was that requiring firms to reduce an externality like pollution necessarily restricted their options and thus by definition reduced their profits. After all, if profitable opportunities existed to reduce pollution, profit-maximizing firms would already be taking advantage of those opportunities. Over the past 20 years, much has been written about what has since become known simply as the Porter Hypothesis (PH). Yet even today, we find conflicting evidence and alternative theories that might explain the PH, and oftentimes a misunderstanding of what the PH does and does not say. This paper provides an overview of the key theoretical and empirical insights into the PH to date, draws policy implications from these insights, and sketches out major research themes going forward.

/pdf/the-porter-hypothesis-at-20-can-environmental-regulation-2o9zjjz7on.pdf

The Porter Hypothesis at 20: Can Environmental Regulation Enhance Innovation and Competitiveness?

https://papers.ssrn.com/sol3/Delivery.cfm/SSRN_ID1682001_code919613.pdf?abstractid=1682001&mirid=1

Twenty years ago, Harvard Business School economist and strategy professor Michael Porter stood conventional wisdom about the impact of environmental regulation on business on its head by declaring that well designed regulation could actually enhance competitiveness. The traditional view of environmental regulation held by virtually all economists until that time was that requiring firms to reduce an externality like pollution necessarily restricted their options and thus by definition reduced their profits. After all, if there are profitable opportunities to reduce pollution, profit maximizing firms would already be taking advantage of those opportunities. Over the past 20 years, much has been written about what has since become known simply as the Porter Hypothesis (“PH”). Yet, even today, there is conflicting evidence, alternative theories that might explain the PH, and oftentimes a misunderstanding of what the PH does and does not say. This paper provides an overview of the key theoretical and empirical insights on the PH to date, draw policy implications from these insights, and sketches out major research themes going forward.

In a preliminary analysis of listing decisions under Canada's Species at Risk Act (SARA), Mooers et al. (2007)demonstrated an apparent bias against marine and northern species. As a follow-up, we expanded the set of potential explanatory variables, including information on jurisdictional and administrative elements of the listing process, and considered an additional 16 species recommended for listing by SARA's scientific advisory committee as of 15 August 2006. Logistic model selection based on Akaike differences suggested that species were less likely to be listed if they were harvested or had commercial or subsistence harvesting as an explicitly identified threat; had Department of Fisheries and Oceans (DFO) as a responsible authority (RA); were located in Canada's north generally, and especially in Nunavut; or were found mostly or entirely within Canada. Subsequent model validation with an independent set of 50 species for which a listing decision was handed down in December 2007 showed an overall misclassification rate of <0.10, indicating reasonable predictive power. In light of these results, we recommend that RAs under SARA adopt a two-track listing approach to address problems of delays arising from extended consultations and the inconsistent use by the RAs of socioeconomic analysis; consider revising SARA so that socioeconomic analysis occurs during decisions about protecting species and their habitats rather than at the listing stage; and maintain an integrated database with information on species' biology, threats, and agency actions to enable future evaluation of SARA's impact.

Species Listing under Canada's Species at Risk Act

La creation par la Colombie-Britannique en 2008 d’une taxe sur le carbone sans incidence sur les recettes a ete controversee. Dans cet article, nous comparons les changements qui sont survenus depuis dans la province en matiere de consommation de carburant, d’emissions de gaz a effet de serre et de produit interieur brut, et nous faisons la comparaison avec le reste du Canada. Nos resultats montrent que, depuis quatre ans que la taxe existe, la consommation de carburants a baisse de 19 % de plus que dans le reste du Canada. Ces resultats correspondent a ceux qu’ont obtenus les pays europeenes en creant eux aussi des taxes sur le carbone, et devraient donc enrichir le debat sur les politiques canadiennes en matiere de changements climatiques.
	 Abstract: British Columbia’s introduction in 2008 of a revenue-neutral carbon tax shift was controversial. This analysis compares changes in fuel consumption, greenhouse gas emissions, and gross domestic product (GDP) between British Columbia and the rest of Canada. It finds that in the four years since the tax was introduced, British Columbia’s per capita consumption of fuels subject to the tax has declined by 19 percent compared to the rest of Canada. At the same time, its economy has kept pace with the rest of Canada. British Columbia’s experience mirrors the European experience with carbon tax shifting and should inform the federal debate on climate change policy.

Stewart Elgie

Papers

The Porter Hypothesis at 20: Can Environmental Regulation Enhance Innovation and Competitiveness?

The Porter Hypothesis at 20: Can Environmental Regulation Enhance Innovation and Competitiveness?

The Porter Hypothesis at 20: Can Environmental Regulation Enhance Innovation and Competitiveness?

Species Listing under Canada's Species at Risk Act

BC's Carbon Tax Shift Is Working Well after Four Years (Attention Ottawa)