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This study examines the impact of a situated learning class framework on student learning and sense of belonging in a first-year introductory computer programming course offered at an urban commuter campus. The framework provided students opportunities to engage in hands-on activities embedded in authentic contexts facilitated or led by students from computer science clubs and a service-learning program. Our results suggest that 1) participation in peer interactions within the classroom helped students build learning communities and networks beyond the classroom and strengthened their development of a professional identity; 2) through redesigning curriculum and pedagogy to accommodate students’ needs and learning styles, college and university faculty may cultivate a collaborative culture and a sense of belonging at various levels: classroom, department, and campus. [ABSTRACT FROM AUTHOR]

Studies on solar electric vehicles (EVs) have focused on calculating the power generation in a specific environment without discussing its practical utility. To expand the awareness of the utility of solar EVs, their potential should be evaluated by considering the operation methods of users. This study investigated the photovoltaic (PV) potential of an EV integrated with PV modules while driving on an expressway. Tunnel and shadow areas were identified to determine unpowered areas on the expressway. The PVWatts model was used to evaluate the PV potential by the time of the year. For a single vehicle traveling at 60 km/h on the Donghae expressway section during both the summer and winter solstices, the amount of power generation is within 0.208–0.317 kWh, corresponding to 0.94–1.43% of the electricity consumed for driving. Furthermore, this study assumed that office workers commute on the Donghae expressway. Under the scenario considering the time of operation (traveling to and from work and parking at work) and the shading ratio, the rechargeable amount was more than 10% of the electricity consumption. The results showed that solar roofs are potential charging supplements for EV batteries. This study can provide the efficacy and optimal operation method of solar EVs for commuters. [ABSTRACT FROM AUTHOR]

Studies on solar electric vehicles (EVs) have focused on calculating the power generation in a specific environment without discussing its practical utility. To expand the awareness of the utility of solar EVs, their potential should be evaluated by considering the operation methods of users. This study investigated the photovoltaic (PV) potential of an EV integrated with PV modules while driving on an expressway. Tunnel and shadow areas were identified to determine unpowered areas on the expressway. The PVWatts model was used to evaluate the PV potential by the time of the year. For a single vehicle traveling at 60 km/h on the Donghae expressway section during both the summer and winter solstices, the amount of power generation is within 0.208–0.317 kWh, corresponding to 0.94–1.43% of the electricity consumed for driving. Furthermore, this study assumed that office workers commute on the Donghae expressway. Under the scenario considering the time of operation (traveling to and from work and parking at work) and the shading ratio, the rechargeable amount was more than 10% of the electricity consumption. The results showed that solar roofs are potential charging supplements for EV batteries. This study can provide the efficacy and optimal operation method of solar EVs for commuters.

ABSTRACTPrevious studies generally used land use and travel flow to investigate the efficiency of the railway system in Transit-Oriented Development (TOD) cities. Furthermore, to study the association of land use and jobs–housing distribution of commuters, we can find out the potential development of rail commuting. In this research, four railway lines in Wuhan, China, were selected to explore the land use in promoting practical commuting population according to the smart-card data obtained. For land use issues, except the road density and building density, a Normalized Location-Weighted Landscape Index (NLWLI) based on the source – sink theory in landscape ecology was established to assess the jobs–housing land use around rail transit stations. Meanwhile, employment and housing details of commuters around rail transit stations were identified using smart-card data. We found that the generation of commuting flow was affected by building density and the land use of employment in the immediate vicinity of rail transit stations. The distribution of building density and commuters in a mature rail line was roughly a normal distribution. However, due to the inconsistency of land use and jobs – housing distribution around stations, the requirement of the balance of land use and jobs – housing distribution should be reduced at the scale of rail stations in the TOD planning systems. This study is the application of massive smart-card data in the field of urban research. It identifies land use issues that affect rail transit commuting flow, and can help urban planners improve the efficiency of rail transit through planning and design.

This study examines the impact of a situated learning class framework on student learning and sense of belonging in a first-year introductory computer programming course offered at an urban commuter campus. The framework provided students opportunities to engage in hands-on activities embedded in authentic contexts facilitated or led by students from computer science clubs and a service-learning program. Our results suggest that 1) participation in peer interactions within the classroom helped students build learning communities and networks beyond the classroom and strengthened their development of a professional identity; 2) through redesigning curriculum and pedagogy to accommodate students’ needs and learning styles, college and university faculty may cultivate a collaborative culture and a sense of belonging at various levels: classroom, department, and campus.

Urban forms can transform from monocentric to polycentric structures. Identification of urban forms can be done with various methodologies such as using commuter flows and employment density. This research aimed to identify the location of the employment sub-centre and find out urban forms based on commuting patterns in the Bandung metropolitan area. The method used is quantitative analysis with locally weighted regression (LWR) and general functional polycentricity (Pgf) index. The results showed that traditional commuting still dominates with Bandung city as the main destination for commuting and Bandung Regency as the largest commuting sending area. There are six sub-districts that become employment sub-centres that have spread across three regencies/cities. However, the polycentricity index produces a value of 0.028 indicating that urban forms still tend to be monocentric. This condition indicates that although there is a sub-centre of employment in the suburban area, the flow of population mobility still tends to lead to Bandung city as a metropolitan center. Thus, the urban form in the Bandung metropolitan area still tends to be monocentric or weakly polycentric. [ABSTRACT FROM AUTHOR]

Abstract Background Being physically active is associated with better health, but rates of physical inactivity are high amongst adults in England. Active travel, defined as making routine journeys in physically active ways, has been identified as a potential solution. There is a lack of research into how modal shift towards active travel can be encouraged in market towns. The aims of the current study are to understand how new cycling and walking infrastructure and community activation projects might support modal shift to active travel amongst commuters and older adults in market towns. Methods This was a qualitative study using focus groups, ‘go-along’ interviews, and in-depth interviews as the main methods of data collection. Thirty-three participants (12 commuters and 21 older adults) took part across six focus groups. Eight of these also completed a go-along interview (4 walking, 4 cycling). Data were analysed using the Framework method of thematic analysis. Results Market towns have existing advantages for active travel, being relatively compact with most routine destinations within easy reach. The barriers to active travel faced by older adults and commuters in market towns are similar to those in cities; poor infrastructure remains the key barrier. Poorly maintained paths are hazardous for older pedestrians, and low-or-no lighting and lack of well-connected, delineated cycle routes deter both commuters and older adults. One factor which does appear qualitatively different to cities is participants’ perception that the social norms of cycling differ in market towns. Conclusions Policies to promote active travel in market towns are most likely to be effective when they include measures targeted at both individual behaviour change and population level measures like large-scale infrastructure improvements. Initiatives to change the social norms around cycling may be required to increase active travel rates.

Previous studies generally used land use and travel flow to investigate the efficiency of the railway system in Transit-Oriented Development (TOD) cities. Furthermore, to study the association of land use and jobs–housing distribution of commuters, we can find out the potential development of rail commuting. In this research, four railway lines in Wuhan, China, were selected to explore the land use in promoting practical commuting population according to the smart-card data obtained. For land use issues, except the road density and building density, a Normalized Location-Weighted Landscape Index (NLWLI) based on the source – sink theory in landscape ecology was established to assess the jobs–housing land use around rail transit stations. Meanwhile, employment and housing details of commuters around rail transit stations were identified using smart-card data. We found that the generation of commuting flow was affected by building density and the land use of employment in the immediate vicinity of rail transit stations. The distribution of building density and commuters in a mature rail line was roughly a normal distribution. However, due to the inconsistency of land use and jobs – housing distribution around stations, the requirement of the balance of land use and jobs – housing distribution should be reduced at the scale of rail stations in the TOD planning systems. This study is the application of massive smart-card data in the field of urban research. It identifies land use issues that affect rail transit commuting flow, and can help urban planners improve the efficiency of rail transit through planning and design. [ABSTRACT FROM AUTHOR]

Background: Being physically active is associated with better health, but rates of physical inactivity are high amongst adults in England. Active travel, defined as making routine journeys in physically active ways, has been identified as a potential solution. There is a lack of research into how modal shift towards active travel can be encouraged in market towns. The aims of the current study are to understand how new cycling and walking infrastructure and community activation projects might support modal shift to active travel amongst commuters and older adults in market towns. Methods: This was a qualitative study using focus groups, 'go-along' interviews, and in-depth interviews as the main methods of data collection. Thirty-three participants (12 commuters and 21 older adults) took part across six focus groups. Eight of these also completed a go-along interview (4 walking, 4 cycling). Data were analysed using the Framework method of thematic analysis. Results: Market towns have existing advantages for active travel, being relatively compact with most routine destinations within easy reach. The barriers to active travel faced by older adults and commuters in market towns are similar to those in cities; poor infrastructure remains the key barrier. Poorly maintained paths are hazardous for older pedestrians, and low-or-no lighting and lack of well-connected, delineated cycle routes deter both commuters and older adults. One factor which does appear qualitatively different to cities is participants' perception that the social norms of cycling differ in market towns. Conclusions: Policies to promote active travel in market towns are most likely to be effective when they include measures targeted at both individual behaviour change and population level measures like large-scale infrastructure improvements. Initiatives to change the social norms around cycling may be required to increase active travel rates. [ABSTRACT FROM AUTHOR]

The public decision-making process at the municipal level becomes extremely complicated for government managers when unpopular measures must be adopted. In this sense, citizen participation processes become a tool of undoubted added value that allows municipalities to adapt their policies to the needs and feelings of their inhabitants. The aim of this research was to focus on addressing the point of view of the citizens of a medium-sized Spanish city in the face of the imminent implementation of a low-emission zone, in order to identify which aspects were of concern to citizens. The methodology used in the research was based on a declared preferences survey that allowed us to determine the daily behaviour of the user in terms of urban mobility and to anticipate the citizen's reaction to the implementation of socially unacceptable initiatives, such as restrictions on access, circulation, and the parking of vehicles. The results obtained in relation to the consultation on alternative measures to tackle pollution, noise and traffic jams showed that citizens are receptive to improvements in universal accessibility, subsidies for public transport, increased road safety for PMV's infrastructure, subsidies for the purchase of environmentally friendly vehicles and PMV, and the promotion of pedestrianisation. However, there are undoubted threats to the implementation of the LEZ, such as the lack of acceptance of the measure. Therefore, it is considered imperative for public administrations to work on the search for sustainable actions that contribute to improving the degree of compliance with the measure, while at the same time making an effort to disseminate the advantages of the LEZ for the quality of life and health of citizens (through information campaigns). There is a knowledge gap in scientific research on the ex ante assessment of the effects of possible transport measures to improve air quality in city centres and consultation through citizen participation. It is estimated that the resolution of this research gap could contribute to a more feasible, reasonable, and effective implementation of various urban mobility policies in medium-sized Spanish cities. [ABSTRACT FROM AUTHOR]

Identification of the variables that influence a commuter’s decision to make or embark on a trip is perhaps one of the strategic guides for initiating or adopting any transportation policy in cities. This study aims to examine the influencing factors that determine intra-urban travel in the sub-Saharan city of Enugu, Nigeria. A qualitative research method is adopted, and from the city's various residential areas, three research clusters were identified and selected for investigation. A survey was conducted within the six selected neighbourhoods, which include Abakpa, Gariki and Ogbete neighbourhoods (high residential density areas); New Haven & Uwani neighbourhoods (medium residential density areas); and Trans-Ekulu (low residential density area). This was arrived at using a simple random and stratified sampling technique. The data collection instrument was a structured questionnaire distributed to 400 respondents based on the Yamane model. It was discovered that apart from socioeconomic determinants that influence the travel behaviour of commuters in the study area, other factors are related to public-transit service attributes. The results of the study also indicated that there is a statistically significant relationship between the various residential areas in Enugu metropolis and the residents’ perception of the factors influencing intra-city mobility (i.e. R = .488 and P = .006 at 0.05 significance level). It is concluded and recommended that urban transportation policies, which emphasize accessibility with policies related to land- use planning and the decentralization of activity within the metropolis, need to be implemented. Other modes of non-motorized transportation should be reintroduced to address the determinants of intra-city mobility such as affordable prices of transport, safety of passengers on board, environmental pollution, traffic congestion and time wastage.

Concerns over traffic congestion and environmental pollution have prompted more studies into the impacts of built environment on commuters' mode choice behavior. This paper aims to make a comprehensive analysis of commuters' mode choice behavior with the 5th Household Travel Survey in Beijing. A mixed nested logit model was employed to jointly explore the impacts of mode attributes and built environment variables on commuters' mode choice. The results show that the proposed mixed nested logit model outperforms the contrastive models, i.e., standard multinomial logit model and nested logit model. Estimated results indicate that non-motorized mode commuters pay more attention to OD distance. Land-use mix and density have significant influence on reducing car preference, and only show significant effect in working zone. Furthermore, public modes including bus and subway are regarded as one group that the convenient of either one of them changes will influence commuters' preference on the whole public transportation system. [ABSTRACT FROM AUTHOR]

Private vehicles are high dominant mode of transport in Salem, India, since there is no any commuter personal exposure information on air pollution. This is the first pollutant exposure study in different private vehicles across Salem city. In this study, critical air pollutant of fine particulate matter, PM2.5, was measured. In addition, accumulation of CO2, concentration also assessed in closed vehicles. The measured vehicles were motorcycle, auto rickshaw, hatchback car, sedan car, sports utility vehicle car, and multi utility vehicle van. The four-wheeler (car and van) in-vehicle concentrations were assessed under four different ventilation conditions. Student's t-test statistical analysis was carried out to determine the significance exposure level between the vehicles. It is observed that there is no statistically significant difference (p > 0.05) between the vehicles of motorcycle and sedan, motorcycle and multi utility vehicle van, and auto rickshaw and sports utility vehicle for PM2.5 pollutant. A regression analysis shows a strong negative correlation between PM2.5 and CO2 concentration in an air-conditioning cars. [ABSTRACT FROM AUTHOR]

As COVID‐19 continues to spread, infection risk on public transport is concerning. Air exchange rates (ACH) and advection–diffusion of CO2 and particles were determined in a route bus to evaluate the infection risk. ACH increased with bus speed whether windows were open or closed, and ACH were greater when more windows were open. With two open windows, ACH was greater when a front and rear window were open than when two rear windows were open. With both front and rear ventilation fans set to exhaust, ACH was more than double that when both were set to supply. With air conditioning (AC) off, CO2 and particles spread proportionally at the same rate from a source, whereas with the AC on, the spread rate of particles was about half that of CO2, because particles might be trapped by a prefilter on the AC unit. Infection risk can be reduced by equipping AC unit with an appropriate filter. Calculations with a modified Wells–Riley equation showed that average infection risk was reduced by 92% in the moving bus with windows open comparing to with windows closed. When the bus was moving with windows closed, exhaust fan operation reduced the average risk by 35%. [ABSTRACT FROM AUTHOR]

Ticket payment and inspection are the two main dimensions of public transport (PT) ticketing for users. Both research and technological advances have focused mainly on improving the former. In contrast, this study explored users' preferences for ticket inspection options and identified some factors that influenced their likelihood of accepting "seamless ticket inspection". The dataset is part of a two-wave survey that was collected along the Stockholm - Uppsala corridor to evaluate the Movingo integrated ticketing scheme, a smartcard and mobile phone-based multiple-county commuting ticket that applies to both intercity and intracity bus and train services across the six Mälardalen regions of Sweden. McNemar's test, one-way chi-squared goodness of fit test, multinomial and nested logit models were used to analyse the samples. The findings suggest that given five ticket inspection options, many of the respondents chose "seamless ticket inspection". Major PT user groups such as females and young people are more likely to accept "seamless ticket inspection". Further research is recommended on particular aspects of the envisaged "seamless ticket inspection". [ABSTRACT FROM AUTHOR]

The public decision-making process at the municipal level becomes extremely complicated for government managers when unpopular measures must be adopted. In this sense, citizen participation processes become a tool of undoubted added value that allows municipalities to adapt their policies to the needs and feelings of their inhabitants. The aim of this research was to focus on addressing the point of view of the citizens of a medium-sized Spanish city in the face of the imminent implementation of a low-emission zone, in order to identify which aspects were of concern to citizens. The methodology used in the research was based on a declared preferences survey that allowed us to determine the daily behaviour of the user in terms of urban mobility and to anticipate the citizen’s reaction to the implementation of socially unacceptable initiatives, such as restrictions on access, circulation, and the parking of vehicles. The results obtained in relation to the consultation on alternative measures to tackle pollution, noise and traffic jams showed that citizens are receptive to improvements in universal accessibility, subsidies for public transport, increased road safety for PMV’s infrastructure, subsidies for the purchase of environmentally friendly vehicles and PMV, and the promotion of pedestrianisation. However, there are undoubted threats to the implementation of the LEZ, such as the lack of acceptance of the measure. Therefore, it is considered imperative for public administrations to work on the search for sustainable actions that contribute to improving the degree of compliance with the measure, while at the same time making an effort to disseminate the advantages of the LEZ for the quality of life and health of citizens (through information campaigns). There is a knowledge gap in scientific research on the ex ante assessment of the effects of possible transport measures to improve air quality in city centres and consultation through citizen participation. It is estimated that the resolution of this research gap could contribute to a more feasible, reasonable, and effective implementation of various urban mobility policies in medium-sized Spanish cities.

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To identify potential countermeasures for coronavirus disease (COVID-19), we determined the air exchange rates in stationary and moving train cars under various conditions in July, August, and December 2020 in Japan. When the doors were closed, the air exchange rates in both stationary and moving trains increased with increasing area of window-opening (0.23–0.78/h at 0 m2, windows closed to 2.1–10/h at 2.86 m2, fully open). The air exchange rates were one order of magnitude higher when doors were open than when closed. With doors closed, the air exchange rates were higher when the centralized air conditioning (AC) and crossflow fan systems (fan) were on than when off. The air exchange rates in moving trains increased as train speed increased, from 10/h at 20 km/h to 42/h at 57 km/h. Air exchange rates did not differ significantly between empty cars and those filled with 230 mannequins representing commuters. The air exchange rates were lower during aboveground operation than during underground. Assuming that 30–300 passengers travel in a train car for 7–60 min and that the community infection rate is 0.0050–0.30%, we estimated that commuters’ infection risk on trains was reduced by 91–94% when all 12 windows were opened (to a height of 10 cm) and the AC/fan was on compared with that when windows were closed and the AC/fan was off.

We evaluated impacts of progressive technological updates to bus rapid transit (BRT) systems on in-cabin concentrations of particulate matter with an aerodynamic diameter ≤2.5 μm (PM2.5), and the various polyaromatic hydrocarbons (PAHs) to which commuters were exposed. PM2.5 samples were collected and real-time concentrations measured from October 2017 to March 2020 inside cabins of BRT buses equipped with Euro IV, V and VI diesel emission standards in the Mexico City Metropolitan Area (MCMA). For effective comparison, similar samplings and measurements were carried out on trains in the MCMA underground (MCU) system. Peak in-cabin PM2.5 concentrations decreased significantly (p < 0.05) by 35% from Euro IV to Euro V buses, and by 80% from Euro IV to Euro VI buses. PM2.5 concentrations inside Euro VI buses were significantly lower (p < 0.05) than in Euro IV and Euro V buses and in underground trains. The in-cabin excess (ICE) of PM2.5 relative to ambient concentrations was significantly (p < 0.05) higher for Euro IV than for Euro V buses during morning the traffic peak, and consistently higher than for Euro VI buses. Indeed, ICEs calculated for Euro VI buses were always lower than those for electricity-powered underground trains. The frequency of hotspots decreased from Euro IV to Euro VI buses due to the combined effect of low emissions and closed, air-conditioned cabins. Concentrations of total PAHs including carcinogenic species also decreased from Euro IV to Euro V buses and were below limits of detection aboard Euro VI buses. This work shows that in real-life conditions, advanced diesel technologies and cabin design significantly reduce commuters' exposure to PM2.5 and to toxic PAH compounds. [Display omitted] • PM 2.5 concentrations in cabins of Euro IV buses were the highest. • PM 2.5 concentrations in cabins of Euro VI buses were lower than on underground trains. • Euro VI technology and closed windows yielded the lowest in-cabin concentration of PM 2.5 • In-cabin concentrations of PAHs decreased from Euro IV to Euro V buses. • PAHs concentrations inside Euro VI buses were below the limits of detection. [ABSTRACT FROM AUTHOR]

We evaluated impacts of progressive technological updates to bus rapid transit (BRT) systems on in-cabin concentrations of particulate matter with an aerodynamic diameter ≤2.5 μm (PM2.5), and the various polyaromatic hydrocarbons (PAHs) to which commuters were exposed. PM2.5 samples were collected and real-time concentrations measured from October 2017 to March 2020 inside cabins of BRT buses equipped with Euro IV, V and VI diesel emission standards in the Mexico City Metropolitan Area (MCMA). For effective comparison, similar samplings and measurements were carried out on trains in the MCMA underground (MCU) system. Peak in-cabin PM2.5 concentrations decreased significantly (p < 0.05) by 35% from Euro IV to Euro V buses, and by 80% from Euro IV to Euro VI buses. PM2.5 concentrations inside Euro VI buses were significantly lower (p < 0.05) than in Euro IV and Euro V buses and in underground trains. The in-cabin excess (ICE) of PM2.5 relative to ambient concentrations was significantly (p < 0.05) higher for Euro IV than for Euro V buses during morning the traffic peak, and consistently higher than for Euro VI buses. Indeed, ICEs calculated for Euro VI buses were always lower than those for electricity-powered underground trains. The frequency of hotspots decreased from Euro IV to Euro VI buses due to the combined effect of low emissions and closed, air-conditioned cabins. Concentrations of total PAHs including carcinogenic species also decreased from Euro IV to Euro V buses and were below limits of detection aboard Euro VI buses. This work shows that in real-life conditions, advanced diesel technologies and cabin design significantly reduce commuters' exposure to PM2.5 and to toxic PAH compounds., Competing Interests: Declaration of competing interest The authors declare that they have no known competing financial interests or personal relationships that could have appeared to influence the work reported in this paper., (Copyright © 2023 Elsevier Ltd. All rights reserved.)

[Display omitted] • Air exchange rates increased with increasing area of window-opening in trains. • Air exchange rates were one order of magnitude higher when doors were open than when closed. • Air exchange rates in moving trains increased as train speed increased. • Air exchange rates were lower during aboveground operation than during underground. • Commuters' infection risk on trains was reduced by 91–94% with windows open and AC/fan on. To identify potential countermeasures for coronavirus disease (COVID-19), we determined the air exchange rates in stationary and moving train cars under various conditions in July, August, and December 2020 in Japan. When the doors were closed, the air exchange rates in both stationary and moving trains increased with increasing area of window-opening (0.23–0.78/h at 0 m2, windows closed to 2.1–10/h at 2.86 m2, fully open). The air exchange rates were one order of magnitude higher when doors were open than when closed. With doors closed, the air exchange rates were higher when the centralized air conditioning (AC) and crossflow fan systems (fan) were on than when off. The air exchange rates in moving trains increased as train speed increased, from 10/h at 20 km/h to 42/h at 57 km/h. Air exchange rates did not differ significantly between empty cars and those filled with 230 mannequins representing commuters. The air exchange rates were lower during aboveground operation than during underground. Assuming that 30–300 passengers travel in a train car for 7–60 min and that the community infection rate is 0.0050–0.30%, we estimated that commuters' infection risk on trains was reduced by 91–94% when all 12 windows were opened (to a height of 10 cm) and the AC/fan was on compared with that when windows were closed and the AC/fan was off. [ABSTRACT FROM AUTHOR]

Traffic-related air pollution contributes considerably to commuters' daily air pollution exposure. Ultrafine particles (UFP) is one of the most commonly measured traffic-related air pollutant during commuting. There are very limited studies on commuting exposure to air pollution in China. To fill the knowledge gap, we conducted the first study that compares commuters' UFP exposure among four modes in a Chinese city. In this study, we measured particle number concentration (PNC) levels of 63 trips in four transportation modes: bus, car, bicycle and subway in 2015 on a typical commuting route between urban and suburban areas in Beijing. We found that buses experienced the highest PNC (geometric mean (SD): 35,066 (10,856) particles cm−3), followed by bicycles (geometric mean (SD): 28,277 (7942) particles cm−3), then cars (geometric mean (SD): 16,302 (5156) particles cm−3), and finally the subway (geometric mean (SD): 13,245 (2936) particles cm−3). Within the subway mode, we detected the highest PNC at station entrances, followed by the transfer tunnel, while cabin areas showed the lowest levels. For the cabin areas of the subway mode, PNC concentrations were higher when the trains were overground than underground. Measures are needed to reduce commuters' exposures, particularly those traveling by bus and bicycle. Switching the bus transportation system from diesel to cleaner power, such as compressed natural gas or electricity, may help. [Display omitted] [ABSTRACT FROM AUTHOR]