Distance based vehicle insurance (sometimes know as “Pay as you drive,” “Pay by the mile” or “Pay per-km” insurance) has long been advocated by transportation planners as a transportation demand management (TDM) strategy. In addition to reducing congestion and greenhouse gas emissions, it also has the potential to meet a number of planning goals, such as health and equity improvements. Despite the wide interest in and predicted benefits of distance based insurance, there is little consensus on the detailed design of a system that could be implemented. Five main distance based pricing schemes have been proposed: a flat per-km rate, temporal or “time of day” pricing, road-type pricing, demographic pricing and “differential” pricing, which prices low mileages at a higher per-km rate. Each of these systems treats risk differently and thus results in different cross-subsidies between drivers. The proposal’s design thus has implications for an insurance system’s fairness and equity. This report examines the distribution of crash risk across time, across space, and across the different demographic groups. It then compares the current annual insurance system’s treatment of risk with that of various proposals for distance based insurance. It evaluates each proposal, considering its treatment of risk and its potential for increasing fairness and equity of costs and of mobility. It also examines each proposal’s other impacts, such as effectiveness in maintaining privacy and in reducing health impacts, greenhouse gas emissions and congestion. The recommended model is a flat per-km rate. Each driver would pay the same rate for every kilometer driven, regardless of time or place. However, individual drivers’ per-km rates would vary, depending on current insurance rating factors, such as residential location, type of car and driving record.

Energy consumption in the residential sector of Ontario is expected to grow by 15%, most of which is expected to be from electricity use, with an annual average growth rate of 0.9% between 2010 and 2020. With Ontario government’s Integrated Power System Plan (IPSP) recommending phasing out coal fired generators by 2014, the execution of Conservation and Demand Management and Demand Response programs can have significant impact on reducing power consumption and peak demand in the province. Electricity generation, especially from fossil fuel, contributes 18% of total green house gas (GHG) emissions in Ontario. With climate change effects being attributed to GHG emissions and environmental regulations, it is necessary to reduce GHG emissions from power generation sector. In this context, the current Energy Hub Management System project, of which the work presented here is a part, may lead to the reduction of electricity power demand and GHG emissions in Ontario. This thesis presents the validation of Energy Hub Management System (EHMS) residential sector model. Performances of individual appliances and the results obtained from various case-studies considering the EHMS model are compared with respect to a base case representing a typical residential customer. The case-studies are carefully developed to demonstrate the capability of the EHMS model to generate optimum operational schedules to minimize energy costs, energy consumption and emissions based on user defined constraints and preferences. Furthermore, a forecasting methodology based on single variable econometric time series is developed to estimate day-ahead CO2 emissions from Ontario’s power generation sector. The forecasted emissions profile is integrated into the EHMS model to optimize a residential customer’s contribution to CO2 emissions in Ontario.

Purpose - The purpose of the research is to study how category management is implemented by Chinese Lianhua supermarket. Design/methodology/approach - This paper is adopted a single case study of qualitative ap-proach with explanatory and exploratory design as our research strategy. The method of the re-search is developed by the following three steps: (1) based on the previous literature, we elaborate category management background, its definition, explain category management process, analyze its demand side and the benefits it brings to retailers; (2) according to the above literature and theories, we create a working model which combines category management and its demand-driven side feature (i.e. customer focus, category management collaboration and strategic retailing positioning) in order to analyze the implementation of category management in Chinese super-market retailing; (3) we find a Chinese supermarket that is carrying out category management and conduct a case study based on it. With consideration of the working model, we explain how cate-gory management is implemented in the supermarket, find barrier and challenges during the im-plementation and make the corresponding suggestions to the current situation. The case study is based on interviews with major representatives from Lianhua supermarket and one of its suppli-ers in order to achieve insight into the essence of the problem. Findings and analysis - The implementation of category management in Lianhua supermarket includes “strong outlet” strategy aiming to deal with the supermarket development in a fierce competitive environment. Besides, Lianhua supermarket closely carries out the category management process and adapts the process according to its own positioning. Insufficient systems to support the implementation of category management, collaboration with suppliers is still on the fence, lack of internal managerial techniques and conflicts between category concentration and customers’ personalized shopping are the major barriers and challenges facing to Lianhua supermarket during its implementation of category management. Authors suggest Lianhua supermarket to invest IT resources, establish win-win strategic relationship, enhance top management commitment, improve internal collaboration and improve category performance measures. Research limitations – This research only restricts insights of category management on single case and specific geographical location. As for whether the research is also applied to other industry, the researched hasn’t been concerned and needs further research. The case study in the research is conducted only from retailer’s point of view. Findings obtained from the interviews are mostly from Lianhua supermarket side. The inadequate interview from supplier side is a clear limitation of the study, but it leaves an interest for future research.

Distance based vehicle insurance (sometimes know as “Pay as you drive,” “Pay by the mile” or “Pay per-km” insurance) has long been advocated by transportation planners as a transportation demand management (TDM) strategy. In addition to reducing congestion and greenhouse gas emissions, it also has the potential to meet a number of planning goals, such as health and equity improvements. Despite the wide interest in and predicted benefits of distance based insurance, there is little consensus on the detailed design of a system that could be implemented. Five main distance based pricing schemes have been proposed: a flat per-km rate, temporal or “time of day” pricing, road-type pricing, demographic pricing and “differential” pricing, which prices low mileages at a higher per-km rate. Each of these systems treats risk differently and thus results in different cross-subsidies between drivers. The proposal’s design thus has implications for an insurance system’s fairness and equity. This report examines the distribution of crash risk across time, across space, and across the different demographic groups. It then compares the current annual insurance system’s treatment of risk with that of various proposals for distance based insurance. It evaluates each proposal, considering its treatment of risk and its potential for increasing fairness and equity of costs and of mobility. It also examines each proposal’s other impacts, such as effectiveness in maintaining privacy and in reducing health impacts, greenhouse gas emissions and congestion. The recommended model is a flat per-km rate. Each driver would pay the same rate for every kilometer driven, regardless of time or place. However, individual drivers’ per-km rates would vary, depending on current insurance rating factors, such as residential location, type of car and driving record.

Thesis (Ph. D.)--University of Texas at Austin, 2008. / Vita. Includes bibliographical references.

Thesis (Ph.D)--Aerospace Engineering, Georgia Institute of Technology, 2009. / Committee Chair: Mavris, Dimitri; Committee Member: Gallman, John; Committee Member: Lewe, Jung-Ho; Committee Member: Schrage, Daniel; Committee Member: Upton, Eric. Part of the SMARTech Electronic Thesis and Dissertation Collection.

Honors Project--Smith College, Northampton, Mass., 2010. / Includes bibliographical references (p. 34-35).

Distance based vehicle insurance (sometimes know as “Pay as you drive,” “Pay by the mile” or “Pay per-km” insurance) has long been advocated by transportation planners as a transportation demand management (TDM) strategy. In addition to reducing congestion and greenhouse gas emissions, it also has the potential to meet a number of planning goals, such as health and equity improvements. Despite the wide interest in and predicted benefits of distance based insurance, there is little consensus on the detailed design of a system that could be implemented. Five main distance based pricing schemes have been proposed: a flat per-km rate, temporal or “time of day” pricing, road-type pricing, demographic pricing and “differential” pricing, which prices low mileages at a higher per-km rate. Each of these systems treats risk differently and thus results in different cross-subsidies between drivers. The proposal’s design thus has implications for an insurance system’s fairness and equity. This report examines the distribution of crash risk across time, across space, and across the different demographic groups. It then compares the current annual insurance system’s treatment of risk with that of various proposals for distance based insurance. It evaluates each proposal, considering its treatment of risk and its potential for increasing fairness and equity of costs and of mobility. It also examines each proposal’s other impacts, such as effectiveness in maintaining privacy and in reducing health impacts, greenhouse gas emissions and congestion. The recommended model is a flat per-km rate. Each driver would pay the same rate for every kilometer driven, regardless of time or place. However, individual drivers’ per-km rates would vary, depending on current insurance rating factors, such as residential location, type of car and driving record. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Growing populations, urbanization, environmental awareness with resultant regulations and water scarcity have resulted in a search for alternative water sources. Municipal wastewater reclamation and reuse is a necessity in these conditions because it is a water source that is available throughout the year. It can reduce the demand for source water and could be treated at lower costs to the required water quality requirements of the intended use. South Africa especially the Gauteng Province is subjected to the above mentioned stressors but lacks a holistic approach to wastewater reclamation and reuse as a practical and viable solution. Furthermore, the lack of characterization parameters as well as advanced wastewater treatment methods and the viability assessments of the municipal wastewater generated in the South Gauteng catchment, has led to loss of potential water resource in the province. Therefore the current research was initiated as a baseline study to investigate the feasibility of municipal wastewater reclamation and reuse in the South Gauteng catchment. The specific objectives were to 1) assess the worldwide practices of wastewater reuse, 2) apply influent and effluent data analysis and make recommendations on the type of reuse application available for the Southern Gauteng municipal wastewater treatment effluent and to 3) assess the viability of tertiary treatment technologies as best fit options available for different reuse options required for the study area. To achieve the above mentioned objectives a literature review was undertaken to assess worldwide water reuse practices and how they can be used in the study area to utilize the generated wastewater effluent. Influent and effluent data of four wastewater treatment plants (WWTPs) in the Sedibeng district municipality (SDM), three in the Emfuleni local municipality and one in the Midvaal local municipality, was used to assess the viability of water reuse. Available worldwide aggregate, nutrient, ionic and microbiological water reuse standards and criteria for potable, agricultural and industrial use were used to characterize the Sedibeng WWTPs for water reclamation. Wastewater reclamation and reuse is broadly defined as collecting treated or untreated wastewater and using it for a purpose different from what it was used for previously. Recycling, on the other hand, is using water, for the same purpose repeatedly (DWA, 2013a). Water reuse is practiced in countries such as the Western United States, Australia, Singapore, Namibia, Mediterranean countries and Japan for potable use, irrigation and industrial purposes. South Africa, having laid the foundation of wastewater reuse in Namibia, currently practices direct potable reuse (DPR) in the Beaufort West municipality as well as internal water recycling in the power, steel, petrochemical, paper and pulp industry. Water reuse standards and criteria are set based on regional differences of water availability, public health protection, monitoring feasibility, industry types and the reuse purpose. Risk assessment that includes among others a multi-barrier approach, water quality criteria objectives and acceptance determines treatment technology selection. Tertiary treatment technology such as ultrafiltration, reverse osmosis and advanced oxidation processes especially UV/H2O2 are used in water reclamation plants after preliminary treatment of secondary effluent. The four SDM WWTPs effluent, which was over 220 ML/d, the results show, mostly use activated sludge process and have water quality determinants complying with the design criteria for advanced treatment in water reuse. This effluent meets the Namibian Goreangab and Beaufort West Water Reclamation Plant (WRP) multi-barrier influent design criteria for DPR in most aggregate, nutrient and ionic parameters except microbiological parameters. Parameters such as chemical oxygen demand (COD), dissolved solids and ammonia and alkalinity were non-compliant for which this could signify incomplete activated sludge process. This shows the importance of secondary treatment as one of the barriers in the multi barrier approach. Even though membrane treatment of this effluent to improve these parameters and microbiological quality is possible effective secondary treatment as one of the barriers is important to prevent downstream membrane fouling. Depending on this water quality the water will be suitable for indirect potable reuse (IPR) with blending, industrial cooling, heat exchange and dust suppression as recommended uses. Municipal effluent, which could reduce potable water demand, is currently not used in the study area’s power generation and steel making industries Eskom’s Lethabo power station and ArcelorMittal respectively. This is even though, advanced water treatment processes such as reverse osmosis, exist for both organization’s internal wastewater recycling. The reclaimed municipal effluent can be introduced to moderate water quality processes such as cooling systems, heat removal, waste handling and washing in both industries in the study area. Public-private partnerships (PPPs) with water intensive user industries incorporating municipal secondary effluent in current and future infrastructure plans to find viable solutions as part of their water use licensing conditions. These PPPs would include the national Department Water and Sanitation (DWS), Sedibeng district municipality, Eskom, ArcelorMittal and Rand Water the bulk water utility in the study area. An in depth study of water reuse public perception, cost of water reuse, establishing purpose specific reuse guidelines and water quality monitoring and management plan for study area is recommended before implementation. Monitoring, which is one of the barriers in risk abatement, should include for the study area emerging pathogens, inorganic and organic contaminants of concern such as endocrine disrupting chemicals (EDCs). / Dissertation (MSc)--University of Pretoria, 2016. / Centre for Wildlife Management / Unrestricted

With the rapid adoption of electric vehicles and the rise of power generation from re- newable sources, intelligent management of power demand on a household level is gaining importance. Current algorithms used for that purpose have negative privacy implications and focus only on controlling the charging of electric vehicles while ignoring other ap- pliances. We describe a decentralized algorithm designed to control the power demand of different types of household appliances along with the charging of electric vehicles while preserving the privacy of the subscribers. We also present a smart grid simulator to evaluate the algorithm's effectiveness along with results of simulating a scale model of the power grid of the state of Texas. 1