Pub Date : 2020-02-01DOI: 10.5089/9781513527024.001
Anja Baum
Despite starting as one of the poorest countries in the mid-1980s, Vietnam has achieved rapid developmental progress, reaching lower middle-income status in 2010. In line with rapid economic growth, Vietnam has achieved impressive progress towards the Sustainable Development Goals (SDGs) during this time. This paper sheds light on some elements of Vietnam’s success story, highlighting crucial policies in education and electricity sectors. It undertakes a forward-looking costing exercise that focusses on five sectors – education, health, roads, water, and electricity infrastructure. Achieving the remaining SDGs in Vietnam will be a challenge, with total annual additional spending needs in the 5 subsectors estimated at 7 percent of GDP by 2030.
{"title":"Vietnam's Development Success Story and the Unfinished SDG Agenda","authors":"Anja Baum","doi":"10.5089/9781513527024.001","DOIUrl":"https://doi.org/10.5089/9781513527024.001","url":null,"abstract":"Despite starting as one of the poorest countries in the mid-1980s, Vietnam has achieved rapid developmental progress, reaching lower middle-income status in 2010. In line with rapid economic growth, Vietnam has achieved impressive progress towards the Sustainable Development Goals (SDGs) during this time. This paper sheds light on some elements of Vietnam’s success story, highlighting crucial policies in education and electricity sectors. It undertakes a forward-looking costing exercise that focusses on five sectors – education, health, roads, water, and electricity infrastructure. Achieving the remaining SDGs in Vietnam will be a challenge, with total annual additional spending needs in the 5 subsectors estimated at 7 percent of GDP by 2030.","PeriodicalId":126873,"journal":{"name":"TransportRN: Transportation & Sustainability (Topic)","volume":"25 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-02-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123291011","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
The automotive industry is a major employment generator in many economies, with millions of people earning their livelihood, both directly and indirectly. According to the International Organization of Motor Vehicle Manufacturers (IOMVM), the current turnover of the automobile industry is around 2 trillion EURO and is equivalent to the size of 6th largest economy in the world. While there has been a growth momentum for the global automotive industry in the past, it is also facing challenges of late, especially in view of the increasing cost of production and slowing down of demand. The world automotive industry is also faced with the challenge of undertaking R&D and designing fuel-efficient vehicles in view of volatile oil prices. The environmental challenges have also assumed critical importance to the automotive industry at the backdrop of climatic change.
{"title":"Comparative Study of the Automotive Industry in Azerbaijan","authors":"O. Huseynov","doi":"10.2139/ssrn.3485607","DOIUrl":"https://doi.org/10.2139/ssrn.3485607","url":null,"abstract":"The automotive industry is a major employment generator in many economies, with millions of people earning their livelihood, both directly and indirectly. According to the International Organization of Motor Vehicle Manufacturers (IOMVM), the current turnover of the automobile industry is around 2 trillion EURO and is equivalent to the size of 6th largest economy in the world. While there has been a growth momentum for the global automotive industry in the past, it is also facing challenges of late, especially in view of the increasing cost of production and slowing down of demand. The world automotive industry is also faced with the challenge of undertaking R&D and designing fuel-efficient vehicles in view of volatile oil prices. The environmental challenges have also assumed critical importance to the automotive industry at the backdrop of climatic change.","PeriodicalId":126873,"journal":{"name":"TransportRN: Transportation & Sustainability (Topic)","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-05-22","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126795907","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Stringent emission and heavy tax on duty vehicle draw attention of automobile researchers to develop engine with high fuel efficiency and low emission of NOx, CO and unburnt hydrocarbon. The engine concept which combines the benefits of both SI and CI engines is termed as HCCI engine. In the current study, three dimensional model of an engine having inlet and exhaust manifold with valve profile was used for visualizing and analyzing the HCCI combustion strategy using ANSYS 16.2. Engine combustion performance parameters like combustion temperature, pressure, heat release rate and turbulent kinetic energy at different crank angles were considered for evaluation of HCCI mode. Performance was analyzed at various engine speeds (2000–3000 rpm) with same swirl number. Simulation results show that increment in wall adjacent temperature and mass average static pressure is achieved at higher engine speed in HCCI mode due to homogeneity of air–fuel mixture, however exergy destruction rate was noticed at all engine speeds.
{"title":"Computational Fluid Dynamics Analysis of Homogeneous Charge Compression Ignition Engine","authors":"Pushp Upadhyay, B. Tripathi, K. B. Rana","doi":"10.2139/ssrn.3356388","DOIUrl":"https://doi.org/10.2139/ssrn.3356388","url":null,"abstract":"Stringent emission and heavy tax on duty vehicle draw attention of automobile researchers to develop engine with high fuel efficiency and low emission of NOx, CO and unburnt hydrocarbon. The engine concept which combines the benefits of both SI and CI engines is termed as HCCI engine. In the current study, three dimensional model of an engine having inlet and exhaust manifold with valve profile was used for visualizing and analyzing the HCCI combustion strategy using ANSYS 16.2. Engine combustion performance parameters like combustion temperature, pressure, heat release rate and turbulent kinetic energy at different crank angles were considered for evaluation of HCCI mode. Performance was analyzed at various engine speeds (2000–3000 rpm) with same swirl number. Simulation results show that increment in wall adjacent temperature and mass average static pressure is achieved at higher engine speed in HCCI mode due to homogeneity of air–fuel mixture, however exergy destruction rate was noticed at all engine speeds.<br>","PeriodicalId":126873,"journal":{"name":"TransportRN: Transportation & Sustainability (Topic)","volume":"118 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-03-20","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"131224170","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
At the end of 2013, executives from General Motors (GM) must make decisions about what production capacity and price to allocate to the Chevrolet Volt electric vehicle considering the costs of supply chain shift necessary to make changes in the assembly process. Concerns about battery life, price, and driving range have influenced most consumers' decisions to continue to purchase conventional fuel vehicles despite the U.S. federal government's implementation of incentives. What must the senior GM team do to balance concerns of cost with the potential social effect of selling a public-interest good such as the Chevy Volt? Excerpt UVA-OM-1519 Rev. Jan. 7, 2015 CHEVY VOLT: PRICING AND CAPACITY DECISIONS IN RESPONSE TO GOVERNMENT INCENTIVES FOR THE ELECTRIC VEHICLE INDUSTRY At the General Motors (GM) headquarters in Detroit, the executive team reviewed the disappointing Chevrolet Volt sales from 2013. Although sales had been rising each year since the launch in December 2010, GM was still not meeting its internal sales targets. GM had accelerated production of the Volt, believing that sales would increase as the government continued to incentivize the purchase of electric vehicles (EVs). Those incentives supported President Barack Obama’s stated goal that the United States would become the first country in the world to have 1 million EVs on the road by 2015. The executives were hoping that many of those million vehicles would be GM vehicles. Consumers, on the other end, were hesitant to invest in expensive new technology such as EVs. Despite the incentives in place, sales of EVs—the Volt included—were not even near the 1 million mark. Taking into account consumer trends, government incentives, and GM’s internal cost structure, the executives wondered if they should reconsider their decisions for the upcoming year of 2014: How much capacity should GM allocate to the Volt, and how should the Volt be priced? Electric Vehicles as Public-Interest Goods . . .
{"title":"Chevy Volt: Pricing and Capacity Decisions in Response to Government Incentives for the Electric Vehicle Industry","authors":"A. Elias, Anton Ovchinnikov, Gal Raz","doi":"10.2139/ssrn.2634490","DOIUrl":"https://doi.org/10.2139/ssrn.2634490","url":null,"abstract":"At the end of 2013, executives from General Motors (GM) must make decisions about what production capacity and price to allocate to the Chevrolet Volt electric vehicle considering the costs of supply chain shift necessary to make changes in the assembly process. Concerns about battery life, price, and driving range have influenced most consumers' decisions to continue to purchase conventional fuel vehicles despite the U.S. federal government's implementation of incentives. What must the senior GM team do to balance concerns of cost with the potential social effect of selling a public-interest good such as the Chevy Volt? Excerpt UVA-OM-1519 Rev. Jan. 7, 2015 CHEVY VOLT: PRICING AND CAPACITY DECISIONS IN RESPONSE TO GOVERNMENT INCENTIVES FOR THE ELECTRIC VEHICLE INDUSTRY At the General Motors (GM) headquarters in Detroit, the executive team reviewed the disappointing Chevrolet Volt sales from 2013. Although sales had been rising each year since the launch in December 2010, GM was still not meeting its internal sales targets. GM had accelerated production of the Volt, believing that sales would increase as the government continued to incentivize the purchase of electric vehicles (EVs). Those incentives supported President Barack Obama’s stated goal that the United States would become the first country in the world to have 1 million EVs on the road by 2015. The executives were hoping that many of those million vehicles would be GM vehicles. Consumers, on the other end, were hesitant to invest in expensive new technology such as EVs. Despite the incentives in place, sales of EVs—the Volt included—were not even near the 1 million mark. Taking into account consumer trends, government incentives, and GM’s internal cost structure, the executives wondered if they should reconsider their decisions for the upcoming year of 2014: How much capacity should GM allocate to the Volt, and how should the Volt be priced? Electric Vehicles as Public-Interest Goods . . .","PeriodicalId":126873,"journal":{"name":"TransportRN: Transportation & Sustainability (Topic)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2015-07-28","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125885667","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Explanations for our inability to control the destructive impacts of human activities tend to focus a narrative of power — too many powerful actors are making too much money from business as usual and thus use their power to prevent change. Under this framing, law might be an agent for change — a way to blunt raw economic power through democratic mechanisms. And, indeed, this equalizing role of law is often celebrated as a tool for advancing sustainability. But, law’s ability to limit or shape the array of possible private choices is a double-edged sword. It just as readily limits our ability to imagine alternatives to the choices currently being made. While law and legal systems can, in theory, play the role of change agent, law can also cloak the status quo in a sense of inevitability. Most law, including environmental law, rests on an economic pre-commitment to dividing the natural world into discrete, ownable ‘resources’ available for exploitation. Law’s presumed neutrality, and its a priori nature are mustered to support this pre-commitment as though it were a universally-accepted, quasi-scientific truth about the purpose of legal systems. Yet, that characterization of our world is in fact a fraught, highly-contested value choice. By obscuring this starting point, law can be used to paint the existing array of choices as the only possible choices. Sustainability must therefore tailor itself to what already exists. The purpose of law dwindles to promoting a smoothly functioning market, rather than promoting justice or ensuring sustainability. It is then a small step to concluding that things have to be more or less the way they are. But, we can reclaim law’s transformative power. Law can aspire to much more than merely oiling the proverbial machine. Law creates the structure, the frame, within which private activity takes place, while at the same time law is shaped by those private activities. This reflexive nature means that law as an institution is uniquely situated to both shape and respond to the challenges of sustainability.
{"title":"Sustainability is the Answer - Now What Was the Question?","authors":"Rebecca M. Bratspies","doi":"10.2139/SSRN.2168255","DOIUrl":"https://doi.org/10.2139/SSRN.2168255","url":null,"abstract":"Explanations for our inability to control the destructive impacts of human activities tend to focus a narrative of power — too many powerful actors are making too much money from business as usual and thus use their power to prevent change. Under this framing, law might be an agent for change — a way to blunt raw economic power through democratic mechanisms. And, indeed, this equalizing role of law is often celebrated as a tool for advancing sustainability. But, law’s ability to limit or shape the array of possible private choices is a double-edged sword. It just as readily limits our ability to imagine alternatives to the choices currently being made. While law and legal systems can, in theory, play the role of change agent, law can also cloak the status quo in a sense of inevitability. Most law, including environmental law, rests on an economic pre-commitment to dividing the natural world into discrete, ownable ‘resources’ available for exploitation. Law’s presumed neutrality, and its a priori nature are mustered to support this pre-commitment as though it were a universally-accepted, quasi-scientific truth about the purpose of legal systems. Yet, that characterization of our world is in fact a fraught, highly-contested value choice. By obscuring this starting point, law can be used to paint the existing array of choices as the only possible choices. Sustainability must therefore tailor itself to what already exists. The purpose of law dwindles to promoting a smoothly functioning market, rather than promoting justice or ensuring sustainability. It is then a small step to concluding that things have to be more or less the way they are. But, we can reclaim law’s transformative power. Law can aspire to much more than merely oiling the proverbial machine. Law creates the structure, the frame, within which private activity takes place, while at the same time law is shaped by those private activities. This reflexive nature means that law as an institution is uniquely situated to both shape and respond to the challenges of sustainability.","PeriodicalId":126873,"journal":{"name":"TransportRN: Transportation & Sustainability (Topic)","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2012-10-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134292779","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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