scholarly journals Private Sector Engagement in the Self-Governance of Urban Sustainable Infrastructure: A Study on Alternative Fueling Infrastructure in the United States

2021 ◽  
Vol 13 (22) ◽  
pp. 12435
Author(s):  
Heewon Lee
Keyword(s):  
Private Sector ◽  
Alternative Fuels ◽  
Financial Incentive ◽  
Local Level ◽  
Collaborative Governance ◽  
Alternative Fuel ◽  
The United States ◽  
Alternative Fuel Vehicles ◽  
Incentive Programs ◽  
The U.S

Greenhouse gas emission reduction and decarbonization goals drive citizens’ interests in alternative fuel vehicles and have created fast-growing demands on alternative fuels. While governments are promoting the transition to alternative fuel vehicles, the lack of refueling and recharging infrastructure for the vehicles is a key barrier to the adoption. At the same time, the public sector cannot solely provide needed alternative fueling infrastructure due to limited financial resources. Consequently, governments in the U.S. have been working on facilitating the private sector’s investment in alternative fueling infrastructure. The most common approach was financial incentive programs and policies, but the U.S. also promotes self-organized collaborative governance of alternative fuels across sectors at the local level. This paper asks whether these two approaches stimulate the private sector’s engagement in providing alternative fueling infrastructure. This study uses the case of the Clean Cities program that targets the reduction in petroleum usage, adoption of alternative fuels and creation of self-governance at the local level. Local private businesses, local government agencies and non-profit organizations voluntarily participate in the local transition to alternative fuels. Therefore, this governance aims at facilitating more sustainable actions and business choices in the private sector. This paper tests the hypotheses of whether the local self-governance of Clean Cities increases privately-owned alternative fueling infrastructure using panel fixed-effects Poisson regression models. Based on the data of counties in 12 states from 2004 to 2015, the results of empirical analysis suggest that both self-governance and financial incentive programs are effective in increasing the engagement of private actors in providing alternative fueling infrastructure.

scholarly journals Ownership and Usage Analysis of Alternative Fuel Vehicles in the United States with the 2017 National Household Travel Survey Data

2019 ◽  
Vol 11 (8) ◽  
pp. 2262 ◽  
Author(s):  
Xuefang Li ◽  
Chenhui Liu ◽  
Jianmin Jia
Keyword(s):  
United States ◽  
Electric Vehicles ◽  
Hybrid Electric Vehicles ◽  
Alternative Fuel ◽  
The United States ◽  
Alternative Fuel Vehicles ◽  
Household Travel Survey ◽  
Household Travel ◽  
National Household Travel Survey ◽  
Daily Trip

By using the 2017 National Household Travel Survey (NHTS) data, this study explores the status quo of ownership and usage of conventional vehicles (CVs) and alternative fuel vehicles (AFVs), i.e., Hybrid Electric Vehicles (HEVs), Plug-in Hybrid Electric Vehicles (PHEVs) and Battery Electric Vehicles (BEVs), in the United States. The young ages of HEVs (6.0 years), PHEVs (3.2 years) and BEVs (3.1 years) demonstrate the significance of the 2017 NHTS data. The results show that after two decades of development, AFVs only occupy about 5% of annual vehicle sales, and their share does not show big increases in recent years. Meanwhile, although HEVs still dominate the AFV market, the share of PHEVs & BEVs has risen to nearly 50% in 2017. In terms of ownership, income still seems to be a major factor influencing AFV adoption, with the median annual household incomes of CVs, HEVs, PHEVs and BEVs being $75,000, $100,000, $150,000 and $200,000, respectively. Besides, AFV households are more likely to live in urban areas, especially large metropolitan areas. Additionally, for AFVs, the proportions of old drivers are much smaller than CVs, indicating this age group might still have concerns regarding adopting AFVs. In terms of travel patterns, the mean and 85th percentile daily trip distances of PHEVs and HEVs are significantly larger than CVs, followed by BEVs. BEVs might still be able to replace CVs for meeting most travel demands after a single charge, considering most observed daily trip distances are fewer than 93.5 km for CVs. However, the observed max daily trip distances of AFVs are still much smaller than CVs, implying increasing the endurance to meet extremely long-distance travel demands is pivotal for encouraging consumers to adopt AFVs instead of CVs in the future.

scholarly journals The Spread of Anti-Union Business Coordination: Evidence from the Open-Shop Movement in the U.S. Interwar Period

2018 ◽  
Vol 32 (1) ◽  
pp. 103-126 ◽  
Author(s):  
Alexander Kuo
Keyword(s):  
World War I ◽  
Interwar Period ◽  
Local Level ◽  
The United States ◽  
Open Shop ◽  
Organized Labor ◽  
American Business ◽  
Science Literature ◽  
Labor Literature ◽  
The U.S

What explains the development of repressive employer coordination? Classic historical American business and labor literature focuses on institutions of labor repression and employer associations, but little systematic examination of such associations exists, particularly during the interwar period. Similarly, recent political science literature on the origins of industrial institutions underemphasizes the importance of repressive employer associations. I use new quantitative subnational evidence from the U.S. interwar period, with data from the open-shop movement in the United States at the local level after World War I. I test a variety of families of hypotheses regarding variation in repressive employer coordination, with specific data measuring the threat posed by organized labor. I find that such threats posed by unions are correlated to repressive employer associations. The results have implications for understanding local-level variation in the business repression of labor movements in the early twentieth century and contribute to our understanding of labor repressive institutions and the incentives of firms to collectively act.

scholarly journals THE RULE OF DECENTRALIZATION EQUALS TO LOCAL SELF-GOVERNMENT? GENERAL REMARKS ON LOCAL DEMOCRACY IN THE U.S. AN INTRODUCTION TO NEW EXPLORATIONS

2019 ◽  
Vol 33 (2) ◽  
Author(s):  
Katarzyna Maćkowska
Keyword(s):  
Local Level ◽  
The United States ◽  
Federal State ◽  
Local Democracy ◽  
Home Rule ◽  
Local Structures ◽  
Managerial System ◽  
Local Levels ◽  
The U.S ◽  
Made In

This article refers to a problem of democracy at local levels in the United States. Decentralization of public administration in a federal state raises many questions about local-self government and local democracy. Therefore, a brief introduction is hereby presented, including the following aspects: status of local units, home rule charters, and the managerial system at a local level. When necessary, short references to continental solutions are made in order to explain specific American local structures. Historical determinants are also mentioned in order to illustrate that the U.S. system does not pose an ideal and universal democracy, but there are many provisions that should be considered as a pattern. It is especially significant in the aspect of civil society and its role in contemporary democracy.

George Taylor and the War Labor Board, 1942–45

2020 ◽  
pp. 27-49
Author(s):  
Ronald W. Schatz
Keyword(s):  
United States ◽  
World War Ii ◽  
Supreme Court ◽  
Local Level ◽  
The United States ◽  
World War ◽  
Labor Management ◽  
Vice Chairman ◽  
The U.S

During World War II, the National War Labor Board served as the industrial equivalent of the U.S. Supreme Court, issuing edicts of highly contentious labor-management disputes, and the Regional War Labor Boards and the board’s national staff resolved thousands of disputes at the local level and in specific industries. This chapter explains how the national and regional boards succeeded. It focuses on George W. Taylor, the NWLB’s vice chairman and mentor of the Labor Board staff, and Regional War Labor Board III headquartered in Philadelphia and chaired by Sylvester Garrett. It challenges earlier interpretations by Lichtenstein, Stone, Lynd, and others that the NWLB undermined unions and hurt workers. The opposite is more accurate. The board prevented Congress from passing draconian anti-union legislation, protected unions, helped the unions acquire many more members, and helped the United States produce the arms and other materiel needed to defeat the Axis powers.

Continuity

2019 ◽  
pp. 119-144
Author(s):  
Gamonal C. Sergio ◽  
César F. Rosado Marzán
Keyword(s):  
United States ◽  
Private Sector ◽  
The United States ◽  
Employment Contracts ◽  
Employment At Will ◽  
The Public ◽  
Unfair Dismissal ◽  
Wrongful Dismissal ◽  
The U.S ◽  
At Will

Chapter 5 describes the principle of continuity, also called the principle of “stability” or “permanence,” in Argentina, Brazil, Chile, and Uruguay. The principle presumes employment contracts of indefinite duration where employers must provide cause to terminate the contract. The chapter describes how continuity provides judges and other adjudicators with the authority to protect workers against unfair dismissal, reinforce employer obligations despite contract modification and successorship, and reform precarious contracts into standard contracts of employment. The chapter then describes the uneven and weaker presence of continuity in the United States due to employment at will. It argues that employment at will needs to be derogated by statute, likely state by state. But despite the need to derogate employment at will, the chapter also underscores that about 15 percent of the U.S. workforce, that one employed in the public sector and in the unionized private sector, is not covered by employment at will. Moreover, even under employment at will, many private sector employees are covered by antidiscrimination, antiretaliation, tort, and public policies that together concoct a law of wrongful dismissal. Hence, while weak and uneven, some form of employment stability does pervade in the United States.

Washington View

2017 ◽  
Vol 98 (6) ◽  
pp. 72-73
Author(s):  
Maria Ferguson
Keyword(s):  
United States ◽  
United Kingdom ◽  
Local Level ◽  
The United States ◽  
The State ◽  
The United Kingdom ◽  
State And Local ◽  
Policy Proposals ◽  
The U.S

Seismic shifts in both the United States and the United Kingdom during the 2016 elections have introduced changes in the education space as well. Worries about jobs, immigration, and shifting demographics underlie policy proposals in both countries. Where the U.S. is trying to drive change to the state and local level, however, Britain is moving toward centralization.

Transitional Alternative Fuels and Vehicles Model

1997 ◽  
Vol 1587 (1) ◽  
pp. 10-18 ◽  
Author(s):  
Paul Leiby ◽  
Jonathan Rubin
Keyword(s):  
Alternative Fuels ◽  
Large Scale ◽  
Production Capacity ◽  
Alternative Fuel ◽  
Transitional Period ◽  
Vehicle Model ◽  
Fuel Production ◽  
Alternative Fuel Vehicles ◽  
Long Run

The Transitional Alternative Fuels Vehicle model simulates the use and cost of alternative fuels and alternative fuel vehicles over the period 1996 to 2010. It is designed to examine the transitional period of alternative fuel and vehicle use. It accounts for dynamic linkages between investments and vehicle and fuel production capacity, tracks vehicle stock evolution, and represents the effects of increasing scale and expanding retail fuel availability on the effective costs to consumers. Fuel and vehicle prices and choices are endogenous. Preliminary results that illustrate the role of potentially important transitional phenomena are discussed. This model extends previous, long-run comparative static analyses of policies that assumed mature vehicle and fuel industries. As a dynamic transitional model, it can help to assess what may be necessary to reach mature, large-scale, alternative fuel and vehicle markets, and what it would cost.

scholarly journals Alternative Fuel Vehicles Today and Their Impacts in the Transportation industry

2021 ◽  
Author(s):  
Abdul M. Miraz
Keyword(s):  
Carbon Dioxide ◽  
Carbon Dioxide Emissions ◽  
Alternative Fuels ◽  
Fossil Fuels ◽  
Alternative Fuel ◽  
Transportation Industry ◽  
Alternative Fuel Vehicles ◽  
Pros And Cons ◽  
Fuel Costs

Canadians are concerned about their environment around them, global warming and also related issues regarding this aspect. But on the other hand many donʼt realize that the cars and trucks that they drive are a major source of these problems, and that there are alternative choices of transportation that they can make out there. Majority of us drive or ride in vehicles that are powered by petroleum based fossil fuels i.e. gasoline or diesel. But some people, however, are choosing to drive vehicles that run on smaller amounts of fuel, and/or partially or completely on fuels other than diesel or gasoline. These types of advanced and alternative fuel vehicles (AFVs) help reduce our dependence on foreign oil imports, save us money on fuel costs, and improve our air quality. Alternative fuels nowadays have received some attention as a potential option to curtail the carbon dioxide emissions form vehicles. My project report discusses the feasibility and desirability of the use of alternative fuels as a strategy to mitigate automotive carbon dioxide emissions. For example what types of impact are we to expect in the transportation industry due to alternative fuel vehicles and are they economically feasible to consumers? And what type of long-term benefits do they offer? And if a person is willing to know more about these alternative fuel vehicles that are out in the market, where should they go for more information? It is a type of a summary of all the aspects about alternative fuel vehicles and their pros and cons.

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