14 15Climate change is one of the greatest challenges confronting the international 16 community requiring action to achieve deep cuts in carbon emissions. The 17 implementation of potentially uncomfortable but necessary policy measures is, 18 though, critically dependent upon public acceptability. This paper reports a 19 novel application of stated preference techniques to explore the influence of 20 key design attributes on the acceptability of a personal carbon trading scheme 21 in isolation and when compared to a carbon tax. Illustrative forecasts from the 22 models developed indicate the importance of design attributes, especially the 23 basis of the initial permit allocation for personal carbon trading and the use to 24 2 which revenues are put for carbon tax. Results indicate that the "best" 25 scheme designs could be acceptable to a majority of respondents. 35In the light of compelling evidence of the need to make very deep cuts in 36 greenhouse gas emissions (IPCC, 2007;Stern, 2006) instrument with which to achieve demanding reductions in carbon emissions 46 and has aroused interest at national government level in the UK (Defra, 47 2008a). PCT is a downstream trading mechanism normally understood to 48 involve an initial allocation of carbon permits to individuals based on carbon 49 reduction targets, with individuals able to buy and sell permits according to 50 their desired carbon consumption and prevailing permit prices. However, the 51 precise structure of a scheme could vary considerably given the potential 52 range of additional design features including management of individual carbon 53 accounts, market operation, regulation, permit allocation, scope of coverage 54 and transaction costs. Policy makers would be interested in which scheme 55 designs have the greatest acceptability amongst the general public. 1 For a complete account of theoretical differences and equivalence between the two schemes please see Pezzey (2003) and Crals and Vereeck (2005) 5 a high degree of variation in emissions levels within as well as between 82 countries (Brand and Boardman, 2006; Druckman and Jackson, 2008; 83 Ermoliev et al., 2000). All these aspects combine to push the arguments 84 towards tradable permits. Whilst the set up, administration and management 85 costs of such a scheme are anticipated to be high, they might be expected to 86 fall over time as in the case of road user charging systems (Raux, 2008), but 87 are still likely to be higher than the costs of implementing a CT. The 88 arguments in favour of CT generally focus on the clarity of the price signal, the 89 ease of implementation and the generation and use of revenues for 90 distributional purposes (Baranzini et al., 2000). However, whilst theory might provide some insights into the attractiveness of 100 PCT and CT, it is ultimately personal preference that determines their 101 acceptability and the impact of specific scheme features on this acceptability. 102 Some PCT scheme designs might be regarded as fairer (for example, wi...

This paper reports the most extensive meta-analysis of values of time yet conducted, covering 3109 monetary valuations assembled from 389 European studies conducted between 1963 and 2011. It aims to explain how valuations vary across studies, including over time and between countries. In addition to the customary coverage of in-vehicle time in review studies, this paper covers valuations of walk time, wait time, service headway, parking space search time, departure time switching, time in congested traffic, schedule delay early and late, mean lateness and the standard deviation of travel time. Valuations are found to vary with type of time, GDP, distance, journey purpose, mode, the monetary numeraire and a number of factors related to estimation. Model output values of time 1.

The aim of this research was to examine the influence of a UK national retailer on its customers' food waste behaviour. Using six communication channels (in-store magazine, e-newsletter, Facebook site, product stickers and in-store demonstrations), Asda presented standard food waste reduction messages to its customers during two time limited periods in 2014 and 2015. Six national surveys over 21 months tracked customers' self-reported food waste. Our results showed that the combined communication channels and repeated messages over time had a significant effect on reducing food waste of customers. Surprisingly, customers who said they did not recall seeing the messages also reduced their food waste, showing the wider influence of interventions. Those who saw a food waste reduction message saved an estimated £81 annually from reducing food waste. The main conclusion of this paper is that retailers can influence the pro-environmental behaviour of customers using conventional communication channels; however, repeat messages are needed in order to have a long-term impact.

This paper provides an overview of the study 'Provision of market research for value of time savings and reliability' undertaken by the Arup/ITS Leeds/Accent consortium for the UK Department for Transport (DfT). The paper summarises recommendations for revised national average values of in-vehicle travel time savings, reliability and time-related quality (e.g. crowding and congestion), which were developed using willingness-to-pay (WTP) methods, for a range of modes, and covering both business and non-work travel purposes. The paper examines variation in these values by characteristics of the traveller and trip, and offers insights into the uncertainties around the values, especially through the calculation of confidence intervals. With regards to non-work, our recommendations entail an increase of around 50% in values for commute, but a reduction of around 25% for other non-work-relative to previous DfT 'WebTAG' guidance. With regards to business, our recommendations are based on WTP, and thus represent a methodological shift away from the cost saving approach (CSA) traditionally used in WebTAG. These WTP-based business values show marked variation by distance; for trips of less than 20 miles, values are around 75% lower than previous WebTAG values; for trips of around 100 miles, WTP-based values are comparable to previous WebTAG; and for longer trips still, WTP-based values exceed those previously in WebTAG.

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