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El goalball es el único deporte paralímpico creado específicamente para personas ciegas y deficientes visuales y por las características que posee esta actividad resulta beneficiosa su inclusión en las clases de Educación Física. El trabajo que se presenta tuvo como objetivo elaborar una estrategia metodológica para la inclusión de estudiantes con discapacidad visual en la práctica del goalball durante las clases de Educación Física, en el instituto especial para niños ciegos "Mariana de Jesús", en el nivel Educación General Básica superior. La investigación se sustentó en un enfoque cuantitativo-cualitativo donde se emplearon métodos del nivel teórico como el histórico-lógico, el análisis-síntesis, la inducción-deducción y del nivel empírico el análisis documental, la observación, la medición, el criterio de expertos y el prexperimento. Los resultados alcanzados por las dimensiones establecidas resaltan la necesidad de una transformación en las clases de Educaión Física, por lo que se diseñó una estrategia metodológica con características adaptativas, valorada de muy adecuada por los expertos. En los resultados que significaron su puesta en práctica, se asumieron los cambios generados entre el pretest y el postest realizado que permitieron la inclusión y el avance de la calidad de las competencias y las destrezas motrices de los estudiantes.

Abstract In this work, the effect of the simulated body fluid temperature on the electrical interface parameters of the state‐of‐the‐art PEDOT‐PSS electrode was studied. PEDOT‐PSS was synthesized by electrodeposition on graphite and gold‐coated‐graphite electrodes. All electrochemical measurements were performed in phosphate‐buffered saline aqueous solution (pH 7.4) at room temperature (25 °C) and body temperature (37 °C). The results of the work confirmed that the modification of the carbon or metallic electrode with conducting polymer PEDOT : PSS significantly reduced the interfacial impedance and improved charge storage capacity and current injection limit due to its high electroactive surface area, roughness and porosity compared to the bare substrates. The work showed that solution temperature is a critical factor that can influence the electrical interface parameters of electrodes for neural stimulation. Understanding and controlling these temperature‐dependent effects are essential for ensuring the reliability, safety, and efficacy of neural stimulation applications in both research and clinical settings.

Abstract In this work, we investigated the feasibility of ammonium removal by electrodialysis (ED), a well‐known electro‐membrane process, based on the selective migration of anions and cations through anion exchange membranes (AEMs) and cation exchange membranes (CEMs). ED experiments are performed using a laboratory pilot. The ion exchange membranes (IEMs) pair used is AXE/CMX, AXE as an AEMs and CMX as a CEMs. The first tests are performed with real groundwater solutions from Kenitra city (Morocco), spiked with an initial concentration of 3 mg/L NH4Cl. The results gave a specific demineralization (SD) to NH4+ ions of 84.60 %; for a demineralization rate (DR) of 80 % and a time of 60 min. The multivariate principal component analysis (PCA) presents a total inertia of 99.23 %, the majority of the variables of which are positively correlated on the C1 axis with a variance of 95.5 % than that of C2 of 3.78 %. The quality of the diluted water determined by the Legrand‐Poirier method showed that the water was aggressive and that the addition of 4.54 mg/L Ca2+ was necessary to balance the water and make it fit for human consumption.

Do sada je razvijen značajan broj programa za prevenciju nasilja u partnerskim odnosima, što je otvorilo potrebu za razvojem instrumenata za njihovu evaluaciju, čiji broj je za sada oskudan. U ovom radu predložen je jedan takav instrument, kojeg je isprva činilo 42 stavke, u vidu skala Likertovog tipa, sa petostepenim rangiranjem odgovora. One su formulisane tako da procenjuju stavove za koje su prethodna istraživanja ukazivala da su značajni prediktori nastanka i ispoljavanja nasilja u partnerskim odnosima mladih. Skala je, zajedno sa demografskim upitnikom, onlajn administrirana uzorku od 193 ispitanika studentske populacije (85.1% ženskog pola), starosti 19-22 godine, iz tri Univerzitetska centra, Beograd, Niš i Novi Sad. Primenom analize glavnih komponenti izdvojena je jedna komponenta od 22 ajtema, koja je objašnjavala 51.2% varijanse kriterijuma i po sadržaju joj je odgovarao naziv “Skala za ispitivanje stavova mladih prema nasilju u partnerskim odnosima“. Pouzdanost skale izražena vrednošću Kronbahovog alfa koeficijenta iznosila je .951. To potvrđuje da ova skala ima uslove da se koristi kao pouzdan instrument za evaluaciju preventivnih programa za kontrolu i sprečavanje nasilja u partnerskim odnosima mladih.

Abstract Li‐ion batteries are attracting an increasing attention due to the process of electrification involving different industrial sectors. Many efforts are dedicated to improving battery performance in terms of cyclability, capacity, fast charging and safety to name a few. Therefore, it is of primal importance to identify and understand the degradation modes that stay behind cell failure. In this sense, Loss of Lithium Inventory (LLI) and Loss of Active Material (LAM) are considered fundamental indicators for estimating the state of health of a cell. In this work, we introduce an automated open tool which is able to return LLI, LAM and voltage drop due to and eventual development of an internal resistance by fitting experimental pseudo‐OCV profiles of a cell, at its beginning and end of life, with a simulated curve obtained from the pseudo‐OCP curves of positive and negative electrodes. The tool is based on a mathematical model consisting in linear transformations that keeps it simple and guarantees for low computational cost. The model is validated against bibliographic dataset and tested on experimental curves from lab‐scale coin and commercial cylindrical cell with different chemistries.

This study examines politeness in media discourse by using a pragmatic model to investigate complexities of language management. Drawing on various media texts analysis, the explicit research run focuses on the impact some stylistic decisions have on politeness perception and production. The study aims to fulfil the following objectives: The study seeks to explore the linguistic nuances, contextual determinants, and rhetorical devices which provide a full understanding of how media practitioners employ politeness strategically in communication, as a response to the question “How do cultural aspects relate to the stylistic manipulation of politeness in media discourse?” This study sets to provide invaluable comprehension on the dynamic correlation between language style and politeness in English discourse from the standpoint of pragmatics and style.

Aim or Purpose: To construct injectable oxygen-generating hydrogels for O2 enrichment in local periodontal pockets and investigate their antimicrobial and antibiofilm effectiveness. Materials and Methods: Various concentrations of calcium peroxide (CPO) and 0.5 mg/mL catalase (CPO-GelMA) were encapsulated into gelatin methacryloyl (GelMA) hydrogels. Oxygen release profiles within 7 d under hypoxic conditions were measured using an optical oxygen microsensor. Antibacterial effects of different CPO-GelMA hydrogels on planktonic P. gingivalis were evaluated by growth-inhibition assay and colony-forming unit counting method. Antibiofilm effects on mono-species and multi-species biofilms (P. gingivalis, S. gordonii, F. nucleatum, A. naeslundii, and A. actinomycetemcomitans) were evaluated by confocal microscope and scanning electronic microscope (SEM). Results: Various CPO-GelMA hydrogels exhibited a burst O2 release in 30 min and sustained release for up to 7 d. 5% (wt%) or higher concentrations of CPO-loaded hydrogels possessed significant bacteriostatic effects on P. gingivalis at 24 h and 48 h, while 10% and 15% CPO-loaded hydrogels decreased the viable bacteria by 99%. Furthermore, the confocal and SEM images indicated that CPO-GelMA hydrogels substantially inhibited biofilm formation and eradicated the pre-formed mono-species and multi-species biofilms. There were more dead bacteria and less biofilm mass in the CPO-GelMA hydrogel-treated groups compared to the pure GelMA-treated one. Conclusions: Incorporating CPO into GelMA hydrogels can generate sufficient O2 for killing P. gingivalis and disrupting the pre-formed biofilms, showing promising potential as an adjunctive strategy for periodontal treatment.This study was supported by the Health and Medical Research Fund of Hong Kong (Grant number: 20190442).

This article weaves together philosophy and theology to explore the imperative of conservation in our increasingly interconnected world. Amidst the shadows of globalization, climate change, and global warming, this intellectual journey continues. The use of the thought-provoking metaphor of the jellyfish underscores humanity's central role in the story of ecological challenges. This pursuit underscores our deep moral duty to navigate complicated paths to viable solutions. While eschewing empirical or case-specific inquiry, this essay presents a concise analytical perspective that enhances our cognitive understanding of the intricate interplay between human societies and the pristine realms of the natural order. This treatise also adopts a theological perspective by weaving spiritual concepts into its fabric. By illustrating poignant instances of environmental degradation, intellectual inquiry brings into sharper focus the profound moral imperatives that underpin the call to address problems such as climate change. Drawing on philosophical and theological foundations, the essay expands our understanding of the intricate threads that connect humanity to the environment. It offers insights into the delicate web of intricate relationships that must be carefully nurtured and preserved. As theological perspectives enrich the discourse, important connections between faith, moral obligations, and our responsibilities to the planet become clear. This treatise offers a holistic perspective on the challenges of our time, combining philosophical and religious concepts to provide a comprehensive view of our current problems.

Growing poverty in America’s suburbs challenges their image as single-family residential communities for middle class, predominantly white families. Research shows that suburban areas now have the largest share of households under the poverty line. Since these areas have lower density development and lower levels of public transit service compared to urban areas, living in the suburbs may pose accessibility challenges for low-income households, particularly those without a personal vehicle. To explore housing and transportation issues associated with the suburbanization of poverty, we combined U.S. Census data from Contra Costa County, which has the highest rates of suburban poverty in the San Francisco Bay Area, and online and in-person surveys with individuals who earn less than 80% of the Area Median Income (AMI), around $75,000. This research identifies demographic and external factors that lead low- and moderate-income households to move to suburban areas, accessibility barriers faced by low- and moderate-income suburban households, and how transportation use and transportation and housing costs differ between urban and suburban low-income residents in the Bay Area.

The California High-Speed Rail (HSR) project aims to transform transportation in the state. To understand the impact of this project as it “rolls out” across the state, we analyzed its economic benefits across each of its plannedphases, complementing official projections from the California High-Speed Rail Authority (CHSRA). Our analysis is based on a spatial economic model of the rail system model previously developed by members of our team. This model captures the direct potential travel benefits of the HSR project, such as quicker and sometimes cheaper transportation, for commuters, business travelers, and leisure travelers. It also captures wider economic benefits such as higher wages and land values stemming from greater concentration of employment in more productive areas.

The California High-Speed Rail (HSR) project stands to significantly change transportation across the state, but questions remain about who will benefit most from this massive infrastructure investment. While previous analyses have focused on the aggregate economic benefits of HSR in California, we provide a more nuanced understanding of these benefits for communities across California using a spatial economic model previously developed by members of our team. This model captures the direct potential travel benefits of the HSR project (such as quicker and sometimes cheaper transportation) for commuters, business travelers, and leisure travelers. It also captures wider economic benefits such as higher wages and land values stemming from greater concentration of employment in more productive areas. We examine how these benefits would be distributed across California regions and socioeconomic and income groups. By understanding the potential disparities in the impact of the HSR project, policymakers can develop complementary policies to promote more balanced economic development across regions in the state.

California must build, operate, and maintain transportation infrastructure while ensuring that the health of communities and the planet are not compromised. In addition to vehicleemissions, supply chain inputs and energy use from constructing and maintaining transportation projects (e.g., roads, airports, bridges) result in pollution that contributes to climate change and impacts the health of local communities. Project-specific air and noise pollution can further burden vulnerable populations. By assessing transportation projects using a life-cycle perspective, all relevant emission sources and activities from raw material production, supply chain logistics, construction, operation, maintenance, and end-of-life phases of a project can be analyzed and mitigated.

Editorial PhD. María Elena Estrada Martínez Los proyectos de investigación-acción en la formación de las competencias investigativas de los estudiantes universitarios Ignacio García Álvarez, Amauri Batista Salvador, Alodio Mena Campos La pobreza extrema: un estudio desde la vulneración de los derechos del Buen Vivir Víctor Josué Villacis Landa, David Alejandro Arroba López Multimedia Educativa dirigida al desarrollo de las destrezas para el cuidado del medio ambiente en niños de 4 a 5 años de la Educación Inicial Miguel Ángel Fernández Marín, Ignacio García Álvarez, Raisa Emilia Bernal Cerza Consideraciones sobre la seguridad alimentaria en hogares mexicanos durante la pandemia de COVID-19 Sandra Blas Yáñez, Rebeca de Haro Mota Proposiciones a docentes de nivel primario para preparar actividades de educación ambiental Reinaldo Requeiro Almeida, Arnelis Yolanda Cruz Fernández El principio de publicidad en el procedimiento de ínfima cuantía Iván Naranjo Gaibo, José Luis Barrionuevo Núñez Mioma cervical: anatomía y abordaje quirúrgico de alta complejidad Abel Agustín Estrada Paneque, María Gabriela Calle Ortiz, Graciela de Jesús Cabrera Miñán Consulta popular como democracia directa en Cuba y Venezuela Camila Anahí Garzón Rivera, Juan Pablo Santamaria Velasco Ligadura de arterias hipogástricas. Presentación de un caso del Hospital General Teófilo Dávila Abel Agustín Estrada Paneque, Ximena Margarita Quimí Salazar, Xavier Alexander Granja Aguilar Tipología de complicaciones relacionadas con la cirugía tiroidea en el contexto de estudios de la Ciencia, Tecnología y Sociedad Joaquín Alejandro Solarana Ortiz, José Guzmán Lorenzo Díaz, Andria Torres Guerra, Yasmín Rodríguez Pascual Proceso enfocado a la mejora de la productividad para Mipymes. Caso práctico: Granja Avícola Esponce Sandro Iván Ortiz González, Juan Edmundo Álvarez Gavilanes El rol del Estado frente a las desapariciones forzadas de personas en Ecuador Génesis Romina Toro Paredes, Willam Enrique Redrobán Barreto El notario como promotor de soluciones no adversariales en materia de divorcio: su rol de conciliador en la actividad notarial Eugenio Égüez Valdivieso, Carlos Eduardo Durán Chávez El uso progresivo de la fuerza de los servidores policiales frente a los derechos humanos Mateo Maldonado Paredes, Yudith López Soria El principio de objetividad fiscal en la etapa pre-procesal Xavier Vicente Calle Arias La proporcionalidad en sanciones a instituciones educativas en procedimientos sancionatorios Joan Anaisse Terán Tobar, José Antonio Ruiz Bautista Aplicación de la prueba indiciaria en el proceso penal ecuatoriano y la duda razonable Angel Lisimaco Torres Guerra La igualdad. Una visión desde los derechos del procesado y la víctima Melanie Dayanara Hidalgo Arteaga, Yudith López Soria Violencia contra las mujeres. Su análisis desde la LOIPEVM María Paula Villacrés Salas, Sabina Lorena Gamboa Vargas El traslado de los servidores judiciales frente al debido proceso en Ecuador Angeles Yuliana Castillo Tasipanta, Jorge Mateo Villacrés López Diseño de un Sistema de Gestión por Procesos Pedro Manuel Cabeza García, Francisco Javier Monroy Espinosa, Pablo Hernán Solórzano Polo El Habeas Corpus frente a la realidad del sistema penitenciario en el Ecuador Brian Steve Villacis Borja, Clara Daniela Romero Romero La comunicación institucional dentro de la gestión universitaria Vilma Maribel García González, Lilibeth Alexandra Orrala Soriano, Iván Santiago Pacheco Proaño Los accidentes de trabajo durante el teletrabajo, en Ecuador Juan Sebastián Cuvi Navas, Yudith López Soria Análisis de situaciones didácticas como instrumentos psicológicos para aprender a leer y escribir en primaria Betsabé Martínez Corona, Javier Moreno Tapia Estudio de vinculación con la colectividad de Odontología de la Universidad Católica de Cuenca Santiago Efraín Vintimilla Coronel, Edwin Joselito Vasquez Erazo Dificultades que el docente afronta a nivel superior en una sociedad post pandémica COVID-19 Cinthia Pelcastre González, Octaviano García Robelo El rol del Estado frente a las desapariciones forzadas de personas en Ecuador Génesis Romina Toro Paredes, Willam Enrique Redrobán Barreto Estrategias administrativas en la optimización de recursos en los procesos de enfermedades pulpares Rafael Bernardo Piedra Andrade, Edwin Joselito Vasquez Erazo Background of the preparation for the pedagogical professional orientation in the Physics Education major Dayamí Pérez-Martínez, Ada Iris Infante-Ricardo, Duanis Vázquez-López, Maritza Librada Cáceres-Mesa Modelo didáctico de desarrollo de la habilidad contextualización espacio-temporal en la Historia de Cuba Dimelsa Rivas Dusut, Gabriel Eduardo Oliver Castillo, Francisco Luis López Medina El Relato Digital como estrategia didáctica en la enseñanza del inglés como lengua extranjera en Educación Superior Teresa Cuevas Martínez, Jorge Armando Manzano Martínez, Erika González-Farfán Habilidades gerenciales y desempeño laboral de docentes universitarios Deisy Carolina Castillo Castillo, Yonimiler Castillo Ortega Modelo de Negocio para la Gestión de Servicios de Construcción en Línea Blanca Lucía Avila Correa, Edwin Joselito Vázquez Erazo La tutoría académica en el desarrollo del proceso de enseñanza-aprendizaje en la Educación Superior Adalia Lisett Rojas Valladares, Ignacio García Álvarez, Yaquelín Alfonso Moreira, Yideira Domínguez Urdanivia El acoso laboral como causal de la terminación de la relación laboral en el Ecuador Yajaira Vanessa Arce Torres

La mayoría de estudios cuantitativos orientados a explicar la sucesión familiar agrícola se basan en modelos de respuesta binaria. Usualmente estos modelos han exhibido un bajo poder explicativo, lo cual se ha atribuido a que por lo general solo toman en cuenta variables socioeconómicas tradicionales y simplifican un fenómeno tan complejo como lo es la sucesión familiar agrícola a solo dos posibles respuestas. Dado lo anterior, el principal objetivo de esta investigación fue analizar el peso de tres tipos de variables sobre la sucesión generacional agrícola. Variables socioeconómicas, el nivel del Proceso de Integración Generacional y variables de percepción. La investigación se llevó a cabo en Zarcero, Costa Rica, con un total de 126 agricultores de hortalizas. La probabilidad de sucesión se dividió en tres niveles: muy alta, media y muy baja. Los datos se analizaron a través de tres modelos multinomiales. El modelo que incluyó los tres tipos de variables, anteriormente mencionados, es el que mejor predice la sucesión (79% de predicción correcta). Así mismo, el modelo III, que solo incluye variables de percepción y el nivel del Proceso de Integración Generacional, explica mejor la sucesión que aquel (modelo II) que solo toma en cuenta las variables socioeconómicas. Estos resultados representan una evolución en la forma como se estudia la sucesión familiar agrícola, ya que se determinó que los factores de percepción y relacionados con la inclusión de los jóvenes en la finca son los que mejor explican la sucesión familiar agrícola.

Abstract. Background:. We hypothesized that intramuscular administration of autologous total immunoglobulin G (IgG) could induce an immunomodulatory effect in human subjects. In our previous studies, we showed that intramuscular administration of autologous total IgG could induce significant clinical improvements and increases of the serum levels of interleukin-10 (IL-10) and interferon-gamma (IFN-γ) in patients with atopic dermatitis. Objective:. To investigate the mechanism of immunomodulation induced by intramuscular administration of autologous total IgG, we evaluated changes in T cells before and after intramuscular administrations of autologous total IgG in this study. Methods:. Thirteen healthy adults received 8 intramuscular injections of 50 mg autologous total IgG for 4 weeks (from week 0 to week 4). The percentages of IL-10- or IFN-γ-producing peripheral blood T cells, as well as serum levels of IL-10, IFN-γ, and immunoglobulins, were measured at baseline (week 0) and at weeks 4, 8, and 12. Results:. The percentage of IL-10-producing CD4+ T cells was significantly increased at weeks 8 and 12 compared to baseline (P .05). No serious adverse events were observed. Conclusion:. Intramuscular administration of autologous total IgG induced immunomodulatory effects on T cells in healthy human subjects. This simple intervention could be a safe, effective, and economical T cell immunomodulation method for human subjects (NCT03695757).

Abstract. Introduction:. A giant cell tumor of soft tissue (GCST) is a benign soft tissue tumor that often occurs subcutaneously in the extremities. Rare cases of malignant GCST have been reported, but its pathogenesis remains unclear. Patients concerns:. We report a case of a 68-year-old man who noticed a painless mass on his second toe one and a half years ago. He visited the Department of Dermatology at our hospital. Magnetic resonance imaging revealed a soft tissue tumor, surrounding the distal aspect of the second toe. Diagnosis:. A biopsy of the tumor was performed by a dermatologist, and it revealed a malignant giant cell tumor of the toe. Interventions:. He was referred to our department and underwent lay amputation for wide-margin resection. Outcomes:. No recurrence or metastasis was observed 5 years after treatment. Conclusion. : Malignant GCST should be treated with wide-margin resection immediately after its diagnosis.

Carpooling allows travelers to share a ride to a common destination and can include several forms of sharing a ride, such as casual carpooling and real-time carpooling. Because carpooling reduces the number of automobiles needed by travelers, it is often associated with numerous societal benefitsincluding:1) reductions in energy consumption and emissions, 2) congestion mitigation, and 3) reduced parking infrastructure demand. In recent years, economic, environmental, and social forces coupled with technological innovations are encouraging shared and pooled services. Shared mobility is changing how people travel and is having a transformative impact on mobility. This chapter reviews key trends impacting the mobility marketplace including the growth of shared mobility and key demographic indicators, such as an aging population and Millennials entering the workforce. For decades, carpooling has been used as a strategy by numerous public agencies and employers as a strategy to address a range of climate, environmental, and congestion mitigation goals, while simultaneously increasing roadway and parking capacity. This chapter discusses how employers and public agencies can support carpooling.

In 2017, California passed Senate Bill 1 (SB1) to bolster transportation infrastructure funding. Using data primarily from the California Department of Transportation (Caltrans)’s official SB1 progress reports, we analyze the severity of cost overruns, delays, and cancellations across SB1 Transportation Projects. Although events such as the COVID-19 pandemic likely caused some of these negative outcomes, our statistical models show consistent patterns of overruns associated with fiscal periods, programs, and geographic locations. Our results indicate that the common 20% contingency is generally insufficient, indicating the need for better risk estimation in project planning. We also suggest amplifying data transparency on project performance and re-evaluating project selection criteria to avoid rewarding underestimation of project costs and duration and penalizing accurate estimation.

This report summarizes the findings from ten sets of analyses that investigated ways the COVID-19 pandemic transformed people's activity-travel patterns. Data were collected through three waves of surveys in Spring 2020, Fall 2020, and Summer 2021 in California and the rest of the US. We found that there was a substantial shift among California workers from physical commuting to exclusive remote work in 2020, followed by a transition to hybrid working schedules by Summer 2021. The adoption of remote work and hybrid work varied significantly among population subgroups, with higher income, more educated individuals, and urban residents showing the greatest shift to these arrangements. In terms of mode use and vehicle ownership, increased concerns about the use of shared modes of travel correlated with an increasing desire to own a car. We observed a major decrease in walking for commuting purposes and a significant increase in walking and biking for non-work trips. The study also found a reduction in the demand for, and/or an elevated aversion to, ridehailing because of the shared nature of the service. Regarding shopping patterns, the study found a nearly five-fold increase in the number of respondents who shopped online at least once per week between Fall 2019 and Spring 2020. However, part of this increase vanished by Fall 2020. Overall, the pandemic brought both temporary changes and longer-term impacts. The study proposes strategies to promote sustainable transportation and social equity among different population groups as communities strive to recover from the pandemic.

In this study, we examine if observed line-level changes in OCTA bus boardings could be partly attributed to AB 60, while controlling for differences in transit supply, socioeconomic variables, gas prices, and the built environment. Using fixed effects panel data models, we analyzed monthly boardings on different OCTA route classifications—local, community, Express, and station link routes—one year before (2014) and two years after (2015 and 2016) AB 60’s implementation.

While transportation infrastructure and efficiency should inform where to build more housing, little is known about how housing allocation and development processes can be coordinated more systematically with transportation. To date, transportation-housing coordination has often relied on the densification of areas near rail transit stations, putting heavy burdens on these locations and their residents. Much less attention has been paid to how densification can be achieved in a more equitable manner by encompassing other sites. This report directs attention to non-rail locations, specifically low vehicle miles traveled (VMT) areas and bus corridors, and examines the challenges that can arise in promoting densification more broadly. It shows that data uncertainties can make it challenging to identify low VMT locations and that prioritizing only low VMT locations for residential development may have limited effectiveness in expanding housing opportunities in high opportunity areas. The report further explores ways to achieve more inclusive densification of non-rail transit areas and highlights the importance of anti-displacement strategies.

Microtransit is a technology-enabled transit service that typically employs shuttles or vans (Figure 1) to provide on-demand transportation with dynamic routing. While many rides are dispatched and paid via a smartphone, many services also provide a telephone booking option. A few services accept cash payment and street hails (similar to taxis). Variations of microtransit can include fixed schedules and routes and larger or smaller vehicles. Typically, microtransit services are operated by or provided on behalfof a government entity or nonprofit organization, although privately operated microtransit programs also might exist.

The State of California has increasingly urged construction of affordable housing development in transit-rich areas (California Department of Housing and Community Development 2024) but so far transit-oriented development has generally not reduced vehicle miles traveled for low-income renters (Chatman et al. 2019; Lund, Cervero, and Willson 2004). This report quantifies the cost of daily travel needs for affordable housing residents in San Diego, California, especially seniors aged 62 and older, in two ways. First, it analyzes their trip travel time for the entire San Diego region using activity-based model (ABM) data. Second, it summarizes results from surveys of residents in six affordable housing buildings, three of which provide supportive housing to seniors. Overall, it finds that affordable housing residents use public transit more often than those who have access to a car. But traveling by public transit takes much longer on public transit than traveling by personal vehicle. Survey respondents under age 62 expressed greater dissatisfaction with the costs of public transit ridership, compared to seniors, and were also more likely to express dissatisfaction if they were working. Seniors were more likely to express dissatisfaction with the conditions of public transit stops.

The COVID-19 pandemic has had a significant impact on public transit ridership in the United States, especially for rail transit. Land use, development density, and the pedestrian environment are strongly associated with station-level transit ridership. This study examines how these characteristics affect transit ridership pre- and post-COVID and how they differ across station types based on longitudinal data for 242 rail stations belonging to Bay Area Rapid Transit, San Diego Metropolitan Transit System, Sacramento Regional Transit, and LA Metro between 2019 and 2021. We found overall a 72% decrease in station-level ridership, but changes were not uniform. Station areas with a higher number of low-income workers and more retail or entertainment jobs tend to have lower ridership declines, while areas with a large number of high-income workers, high-wage jobs, and higher job accessibility by transit had more ridership losses. When comparing station area ridership and activity changes based on mobile phone user data, ridership declined more drastically than activity across all four rail systems, which implies that rail transit riders switched to other modes of transportation when accessing the station areas. Given these findings, it is likely that rail transit services oriented toward commute travel, especially core station areas with jobs for higher income workers, will continue to have an uneven recovery, posing critical implications for transit resilience planning and equity in the post-pandemic era. Considering sources of funding other than passenger fares to sustain rail transit, strategizing to reinvent and reinforce downtowns as destinations, and shifting rail transit services to appeal to non-commute travel can be promising strategies to support rail transit.

During the pandemic, California’s four major rail systems— Bay Area Rapid Transit (BART), San Diego Metropolitan Transit System (MTS), Sacramento Regional Transit (SacRT), and Los Angeles County Metropolitan Transportation Authority (LA Metro)—experienced an average ridership decline of 72 percent between 2019 and 2021. BART had the greatest decrease (87 percent) and MTS the lowest (47 percent). However, ridership changes varied significantly across individual stations, with stations located in the central business district or at the end of lines having the highest ridership losses. Land use, development density, and the pedestrian environment are strongly associated with station-level transit ridership. We examined how these characteristics affect transit ridership pre- and post-COVID and how they differ across station types based on longitudinal data collected between 2019 and 2021 for 242 rail stations belonging to BART, MTS, SacRT, and LA Metro.

The widespread adoption of electric vehicles (EV) is a centerpiece of California’s strategy to reach net-zero carbon emissions, but it is not fully known how and where EVs are being used, and how and where they are being charged. California is home to approximately half of the EVs in the United States, yet policymakers attempting to guide transportation electrification lack rigorous estimates of how much electricity EVs are actually using because the majority of EV charging occurs at home, where it is difficult to distinguish from other household uses recorded on the electricity meter.

The widespread adoption of electric vehicles (EV) is a centerpiece of California’s strategy to reach net-zero carbon emissions, but it is not fully known how and where EVs are being used, and how and where they are being charged. This report provides the first at-scale estimate of EV home charging. Previous estimates were based on conflicting surveys or extrapolated from a small, unrepresentative sample of households with dedicated EV meters. We combined billions of hourly electricity meter measurements with address-level EV registration records from California households, including roughly 40,000 EV owners. The average EV increases overall household load by 2.9 kilowatt-hours per day, well under half the amount assumed by state regulators. Results imply that EVs travel less than expected on electric power, raising questions about transportation electrification for climate policy.

There is growing interest in the use of hydrogen as a transportation fuel but the environmental benefits of using hydrogen depend critically on how it is produced and distributed. Leading alternatives to using fossil natural gas to make hydrogen through the conventional method of steam methane reforming include using electrolyzers to split water into hydrogen and oxygen, and the use of biogas as an alternative feedstock to fossil natural gas. This report examines the latest carbon intensity (CI) estimates for these and various other hydrogen production processes, adding important nuances to the general “colors of hydrogen” scheme that has been used in recent years. CI values for hydrogen production can vary widely both within and across hydrogen production pathways. The lowest CI pathways use biomass or biogas as a feedstock, and solar or wind power. The report also analyses jobs creation from new hydrogen production facilities and shows that these benefits can be significant for large-scale facilities based on either future biomass/biogas-to-hydrogen or solar-hydrogen production technologies. Recommendations include setting stricter goals for the state’s Low Carbon Fuel Standard (LCFS) program to continue to reduce the carbon footprint of California’s transportation fuels.

Much has been written about the potential benefits of electric and connected vehicles. However, one important, but often overlooked, implication of electrifying trucks is that if they are powerful enough (such as the Tesla semi), they can eliminate the moving bottleneck or queuing effect created by slow-moving conventional heavy-duty trucks because electric trucks are much more responsive compared to conventional diesel trucks because electric motors provide maximum torque from a standstill. This could substantially increase road capacity in areas with high commercial truck traffic, especially around major ports or logistics complexes, thus alleviating the need to add new lanes to local freeways.

Microtransit is a mobility service that dynamically routes and schedules 6- to 20-seat vehicles to serve passengers within a defined region. Microtransit services are similar to ride-pooling services operated by Transportation Network Companies (e.g., Uber, Lyft); however, microtransit services are owned by cities or transit agencies. Integrating microtransit services with traditional fixed-route transit (FRT) has been touted as a means to attract more riders to public transit generally, improve mobility and sustainable transportation outcomes (e.g., reduce greenhouse gasses and local pollutants), and provide better accessibility to disadvantaged travelers. However, few academic studies have evaluated these claims. To address this gap, we surveyed California transit agencies that currently operate or recently operated microtransit services to obtain insights into integration challenges. We also developed an agent- and simulation-based modeling framework to evaluate alternative system designs for integrating FRT and microtransit in downtown San Diego and Lemon Grove, a suburban area in San Diego County.

The escalating number of injuries and fatalities among cyclists is a pressing safety concern. In the United States, communities are actively seeking strategies to boost cyclist safety, with some states implementing bike-specific policies, such as stop-as-yield laws, to support cyclists. Stop-as-yield laws allow cyclists to treat stop signs as yield signs. The laws are not yet widely implemented, and their potential safety impact is a subject of debate among transportation experts and advocates. This study investigates how stop-as-yield laws can positively or negatively affect safety and provides insights and guidelines for California policymakers and safety practitioners if the law passes in California. We collected cyclist data from five states that have enacted stop-as-yield laws—Idaho, Arkansas, Oregon, Washington and Delaware—and data from some of their contiguous states without such legislation. Using an observational before-after study with comparison groups at the state level, the research examined changes in cyclist crash frequencies after the laws were implemented. Additionally, a random-effects negative binomial regression model with panel data was employed to estimate a law’s overall impact. The results did not indicate a significant change in cyclist crashes among the states with stop-as-yield laws.

California aims to replace gasoline and diesel light-duty vehicles (LDVs) with zero-emission LDVs, many of which will be plug-in battery electric vehicles (BEVs) and achieve 100% zero-carbon electricity by 2045. Large-scale plug-in BEV deployment will substantially increase electricity demand, particularly during peak hours (4:00pm to 9:00pm) when renewable energy is in short supply. Popular strategies for charging BEVs with electricity produced from renewable energy include smart charging and creating more energy storage that soaks up renewable energy during the day and dispenses it later when needed. These strategies, however, may not be enough. Consumer acceptance limits smart charging, and increased energy storage capacity is expensive. Another potential strategy involves lowering the overall demand for electricity by shifting BEV trips to electric-powered bicycles (e-bikes). While e-bikes cannot entirely replace BEV trips, they are ideal for short trips (five miles or less). Currently, 64% of US vehicle trips fall into the short trip category.

Health concerns and government restrictions during the COVID-19 pandemic caused a sharp increase in telecommuting (i.e., doing paid work at home or possibly an alternate worksite). In addition to reducing vehicle miles traveled (VMT), decreasing energy use, and lowering emissions of air pollutants and greenhouse gases (GHG), telecommuting may offer numerous other co-benefits, including increasing the worker pool, decreasing time and costs associated with travel, improving work-life balance, and decreasing stress. It may also stimulate greater use of non-motorized and active modes of travel (e.g., walking, biking, taking transit).

The paper deals with the construction of railways in Bratislava (before 1918 Pressburg, Pozsony, Prešporok), determining the concentration of industrial areas along it, especially on the periphery, but also near railway stations on the edge of the city centre. The construction of railway stations and the construction of lines are accompanying processes of urbanization of cities, which have also manifested themselves in Bratislava since the middle of the 19th century. The railway line, determining the construction of factories, was an important element not only for traffic flows of commodities, but also as urban formation factor. After 1900, the railway, as one of the main attributes of modernization, gradually became a barrier to the development of other types of transport and the establishing of new, mainly residential structures. It has been repeatedly shown that the city will develop mainly to the northeast. The presence of railways initially helped this development - it combined the interest of the predominant cargo transport with passenger transport. Later, these two types of transport segregated, while passenger rail transport, unlike cargo, was still tolerated in the city. Town planning visions, which were trying to solve the relocation of the main station and the displacement of railway lines from the city, were only partially realized. They were never realized as a holistic task.

El estudio utilizó el estimador de Turnbull para diseñar el precio promedio, el precio de límite superior e inferior para la aceptación del seguro agrícola por los agricultores en el estado de Kogi. Esto se ha vuelto imperativo considerando el uso de herramientas estadísticas descriptivas débiles para estudios similares en el país. El estudio describió específicamente las características socioeconómicas de los agricultores de cultivos, evaluó la concientización de los agricultores sobre el plan de seguro agrícola, determinó los factores que influyen en la disposición de los agricultores a tomar un seguro agrícola y evaluó el precio promedio que los agricultores de cultivos están dispuestos a tomar. Se utilizó una técnica de muestreo de varias etapas para seleccionar ciento cincuenta (150) hogares de cultivos agrícolas para el estudio y se utilizó un cuestionario estructurado para obtener datos de los encuestados. Los datos se analizaron mediante estadísticas descriptivas, puntuación sigma, modelo de regresión probit y el estimador de Turnbull. Los resultados mostraron que el 77% de los agricultores eran hombres con una edad media de 40 años y un tamaño promedio de 9 miembros. Se registró un nivel bajo (puntuación sigma de 4.59) de la concientización de los agricultores sobre el seguro agrícola; sin embargo, el 72% de los agricultores estaban dispuestos a tomar un seguro agrícola. Las variables significativas que influyen en la disposición a tomar un seguro agrícola por parte de los agricultores fueron educación (β = 1.03), estado civil (β = -0.82), tierra cultivada (β = -0.01) y propiedad de la tierra (β = 1.20). El promedio de la disposición a pagar (WTP) para el seguro agrícola por los encuestados fue N2, 035 / parcela y N8, 140 / ha ($ 1 = N306). Por lo tanto, el estudio recomendó un aumento en el nivel de alfabetización entre los agricultores y la provisión de servicios de seguros agrícolas a una tasa asequible.

The purpose of this article is to present the importance of analyzing the concept of economic development and quality of life in the context of sustainable development. The concept of economic development has been debated and approached by economists from the earliest times to the present day, when we witness an intensification and diversification of its approach both in the social and the sustainable context due to the changes in within society. These transformations lead to another concept, that of sustainable development that has become a priority at both national and international level, representing a viable variant in the evolution of humanity in the long run. Sustainable development is a current concept, and activity in almost all sectors of activity is being developed taking it into account and its implications for quality of life through education, health, economic development and beyond. In terms of sustainability, of sustainable development, we must consider meeting current needs through rational and efficient management of current resources by protecting the environment without endangering the future of the generations to come. In this article I will try to analyze in this article, by scientific observation and by reviewing the specialized literature, the segment of economic development in a sustainable context taking into account the economic-social indicators, the concept of economic growth and the objectives of sustainable development.

Pilot programs in California and beyond are exploring universal basic mobility (UBM), which calls upon government actors to ensure that everyone can access transportation services for basic needs. UBM addresses the problem of transport poverty, which is defined in various ways but is generally when transportation spending puts one below the poverty line or transportation is exceedingly time-consuming, unsafe, or unavailable. This research evaluated UBM-inspired pilot programs in Oakland and Bakersfield, via pre- and post-pilot surveys and interviews during the programs.Both pilots provided free-fare transportation services (shared micromobility in both cities and public transit services in Oakland) to populations vulnerable to transport poverty (residents of a low-income, minority-majority community in East Oakland and current and former foster youth in Bakersfield). Participants replaced car trips and/or walking with shared mobility and/or public transportation and reported improved access to jobs, food, health care, and social and recreational opportunities. They were able to go more places, more efficiently, and perhaps even enjoy the trip. The services helped participants carry out activities with more comfort and dignity and yielded social and cultural benefits. Lessons learned for program design and administration include the need for: providing some car-based services; clear communications throughout the program; training/support components for new mobility options; troubleshooting operations; and planning for turnover in program staff and fast changes in micromobility services.

While hydrogen fuel-cell electric vehicles (FCEVs) are seen as a part of California’s efforts to decarbonize transportation, especially for the heavy-duty vehicle sector, their role remains unclear. This may change, however, with the launch of the California Alliance for Renewable Clean Energy Hydrogen Energy Systems (ARCHES) developed by the California Governor’s Office of Business and Economic Development (GO-Biz) as a public-private partnership. The U.S. Department of Energy and ARCHES recently signed a $12.6 billion agreement to build a clean, renewable Hydrogen Hub in California, including up to $1.2 billion in federal funding. The transportation sector will play a central role in this effort, including commitments to deploy 6,000 FCEVs, mainly trucks and buses, along with 60 refueling stations and other investments.

Electric vehicles (EVs) are proliferating in California, with over 1.8 million operating in the state. Modern EVs have considerably larger battery packs than early models, in many cases 80-100 kWh for 250-300-mile driving ranges. Charging power for EVs is also increasing. With the appropriate wiring, residential charging at Level 2 has reached up to 19.2 kW though 7-10 kW is more typical, making EVs among the most demanding household power loads. These charging loads can stress local electricity distribution feeders, particularly in the early evening when power use typically peaks.