858 resultados para Refrigerator cars.


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Do relative concerns on visible consumption give rise to economic distortions? We re-examine the question posited by Arrow and Dasgupta (2009) building upon their general framework but recognizing that relative concerns can only apply to visible goods (e.g., cars, clothing, jewelry) and that households consume both visible and non-visible goods. Contrary to Arrow and Dasgupta (2009), the answer to this question turns to be always affirmative: the competitive equilibrium will always be different than the socially optimal one, since individuals do not take into account the negative externality they exert on others through the consumption of the visible good, while the social planner does. If one invokes separability assumptions, then the steady state competitive equilibrium consumption of non-visible goods will be strictly lower than the socially optimal one.

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This layer is a georeferenced raster image of the historic paper map entitled: Rand McNally new commercial atlas map of Philadelphia. It was published by Rand McNally & Co. in 1916. Scale [ca. 1:20,300]. Covers also a portion of Camden, New Jersey. The image inside the map neatline is georeferenced to the surface of the earth and fit to the Pennsylvania South State Plane Coordinate System NAD83 (in Feet) (Fipszone 3702). All map collar and inset information is also available as part of the raster image, including any inset maps, profiles, statistical tables, directories, text, illustrations, index maps, legends, or other information associated with the principal map. This map shows features such as roads, railroads, subways and elevated street cars, drainage, selected public buildings, cemeteries, parks, wharves, and more. Includes indexes and inset: Philadelphia and vicinity. This layer is part of a selection of digitally scanned and georeferenced historic maps from The Harvard Map Collection as part of the Imaging the Urban Environment project. Maps selected for this project represent major urban areas and cities of the world, at various time periods. These maps typically portray both natural and manmade features at a large scale. The selection represents a range of regions, originators, ground condition dates, scales, and purposes.

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The adoption of the Paris Agreement at the end of 2015 and the EU’s intended nationally determined contribution (INDC) have confirmed the EU’s commitment to achieve decarbonisation by 2050. Transport accounts for about a quarter of EU greenhouse gas (GHG) emissions, representing the second-largest source of GHG emissions in Europe after the energy sector. The transport sector will play a significant role in the EU’s efforts to decarbonise its economy in line with its international commitments. The purpose of this report is to examine different EU policy options to address transport emissions, with a special emphasis on passenger cars. It ‘thinks through’ the options that are currently assessed in the EU and considers how they could be put together in a comprehensive framework. The report concludes with a number of measures to lead EU transport decarbonisation policy. A distinction is made between i) no-regret options and ii) measures for consideration.

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Enquadramento: A segurança é um direito da criança, que deve ser assegurado pelos pais e sociedade em geral, pois devido à sua vulnerabilidade estão sujeitas a um maior risco de lesões e morte. O transporte seguro de recém-nascidos/crianças em automóveis é uma preocupação, pois os acidentes de viação são a principal causa de mortalidade e morbilidade nesta faixa etária. Nos acidentes rodoviários, o uso correto de um sistema de retenção para crianças (SRC), desde o nascimento, constitui uma forma eficaz de proteção. Objetivos: Caracterizar os conhecimentos e atitudes dos pais no uso do SRC; analisar a influência do processo de aquisição e de informação dos pais sobre o uso do SRC; identificar a relação entre as variáveis sociodemográficas dos pais e o uso de SRC; determinar se os conhecimentos são mediadores das atitudes dos pais na utilização do SRC. Métodos: Estudo quantitativo, transversal, descritivo e correlacional, realizado numa amostra não probabilística, por conveniência de 112 pais de recém-nascidos, mães com média de idade de 30,37 anos (Dp=5,63) e pai 33,91 (Dp=6,09). Para recolha de informação utilizou-se um questionário, construído para o efeito, que os pais preencheram 24-48h após o parto durante os meses de março a maio de um centro hospitalar da região norte de Portugal. Resultados: Maioritariamente tinham como escolaridade o ensino secundário e entre 1 a 4 filhos. O SRC fazia parte do ―enxoval‖ do bebé em 54,5% dos participantes, destes, 72,3% já o tinha experimentado no automóvel e pretendiam usá-lo na alta desde a maternidade 97,3%. Contudo, apurou-se que apenas 47,3% o faria de forma adequada, apesar de 83% referir conhecer a legislação e todos reconhecerem que previne lesões em caso de acidente e 67% admitir ter conhecimentos adequados sobre SRC. Concluiu-se haver relação entre os conhecimentos e a idade e a escolaridade das mães, e pelos resultados obtidos, inferimos que melhores conhecimentos conduzem a melhores atitudes na utilização do SRC. Conclusões: Os resultados indicam que os conhecimentos dos pais sobre o uso adequado de SRC continuam insuficientes. Este facto justifica o investimento no ensino, treino e preparação dos pais para a alta segura desde a maternidade, momento particularmente sensível, e que será determinante nas atitudes de promoção da segurança rodoviária das crianças e adolescentes. Palavras-chave: Segurança; Recém-nascido; Sistema de retenção; Conhecimentos; Atitudes.

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With its wide coverage of economic spheres and the variety of trade and investment measures currently under negotiation, the Transatlantic Trade and Investment Partnership opens windows of opportunity for advancing action on climate change. We examine possible avenues and international trade law implications for an alignment of carbon-related standards between the EU and the US. We compare EU and US carbon emissions standards for cars and argue that negotiators should strive for a mutual recognition of their equivalence for a transitional period, while pursuing the goal of full harmonization at the level of the highest standards of two parties at some date in the future. This could be a way to balance between economic and environmental interests and harness economic incentives for the benefit of climate.

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Previous research suggests that people tend to see faces in car fronts and that they attribute personality characteristics to car faces. In the present study we investigated whether car design influences pedestrian road-crossing behaviour. An immersive virtual reality environment with a zebra crossing scenario was used to determine a) whether the minimum accepted distance for crossing the street is larger for cars with a dominant appearance than for cars with a friendly appearance and b) whether the speed of dominant-looking cars is overestimated as compared to friendly-looking cars. Participants completed both tasks while either standing on the pavement or on the centre island. We found that people started to cross the road later in front of friendly-looking low-power cars compared to dominant-looking high-power cars, but only if the cars were relatively large in size. For small cars we found no effect of power. The speed of smaller cars was estimated to be higher compared to large cars (size-speed bias). Furthermore, there was an effect of starting position: From the centre island, participants entered the road significantly later (i. e. closer to the approaching car) and left the road later than when starting from the pavement. Similarly, the speed of the cars was estimated significantly lower when standing on the centre island compared to the pavement. To our knowledge, this is the first study to show that car fronts elicit responses on a behavioural level.

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Mode of access: Internet.

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National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

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Mode of access: Internet.

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Transportation Department, Office of the Assistant Secretary for Systems Development and Technology, Washington, D.C.

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National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

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National Highway Traffic Safety Administration, Office of Research and Development, Washington, D.C.

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National Highway Traffic Safety Administration, Office of Research and Development, Washington D.C.