Analysis of Sustainable Transport Systems in Service of Selected SEA-EU Consortium Countries’ Airports—A Pilot Case Study of Passenger Choices for Gdańsk Airport

The article presents the results of a pilot study, namely a passenger survey on travel choices regarding commuting to the airport in one chosen location (Gdańsk, Poland). The study aimed at establishing which factors which influenced their travel time, assessment of travel time, choosing more or less sustainable transport mode, and also single-mode or multimodal travel. Research results show that choice of the means of transport influences travel time, that the highest travel times are generated by bus and car travel and that assessing the travel time as acceptable or not depends on travel time. However, the longer the travel time, the more likely was the passenger to accept it. What is more, it appeared that a few factors influence choosing a more sustainable transport mode: the purpose of the trip, the start of the trip to the airport, place of living, and job situation.

Analyzing Student Problem-Solving With MAtCH

Problem-solving has been recognized as a critical skill that students lack in the current education system, due to the use of algorithmic questions in tests that can be simply memorized and solved without conceptual understanding. Research on student problem-solving is needed to gain deeper insight into how students are approaching problems and where they lack proficiency so that instruction can help students gain a conceptual understanding of chemistry. The MAtCH (methods, analogies, theory, context, how) model was recently developed from analyzing expert explanations of their research and could be a valuable model to identify key components of student problem-solving. Using phenomenography, this project will address the current gap in the literature of applying the MAtCH model to student responses. Twenty-two undergraduate students from first-year general chemistry and general physics classes were recorded using a think-aloud protocol as they worked through the following open-ended problems: 1) How many toilets do you need at a music festival? 2) How far does a car travel before one atom layer is worn off the tires? 3)What is the mass of the Earth’s atmosphere? The original definitions of MAtCH were adapted to better fit student problem-solving, and then the newly defined model was used as an analytical framework to code the student transcripts. Applying the MAtCH model within student problem-solving has revealed a reliance on the method component, namely, using formulas and performing simple plug-and-chug calculations, over deeper analysis of the question or evaluation of their work. More important than the order of the components, the biggest differences in promoted versus impeded problem-solving are how students incorporate multiple components of MAtCH and apply them as they work through the problems. The results of this study will further discuss in detail the revisions made to apply MAtCH definitions to student transcripts and give insight into the elements that promote and impede student problem-solving under the MAtCH model.

What Influences People’s Tradeoff Decisions Between CO2 Emissions and Travel Time? An Experiment With Anchors and Normative Messages

One of the today’s greatest challenges is to adjust our behavior so that we can avoid a major climate disaster. To do so, we must make sacrifices for the sake of the environment. The study reported here investigates how anchors (extrinsic motivational-free information) and normative messages (extrinsic motivational information) influence people’s tradeoffs between travel time and carbon dioxide (CO2) emissions in the context of car travel and whether any interactions with environmental concern (an intrinsic motivational factor) can be observed. In this study, people received either a CO2, health or no normative message together with either a high anchor, a low anchor, or no anchor. People that received both a high anchor and a CO2 emission normative message were willing to travel for a longer time than those that only received a high anchor. If a low anchor was presented, no differences in willingness to travel for a longer time were found between the three different conditions of normative message groups, i.e., CO2 normative message, health normative message, or no normative message. People with higher concern for the environment were found to be willing to travel for a longer time than those with lower concern for the environment. Further, this effect was strongest when a high anchor was presented. These results suggest that anchors and normative messages are among the many factors that can influence people’s tradeoffs between CO2 emission and travel time, and that various factors may have to be combined to increase their influence over pro-environmental behavior and decisions.

Mobility-on-demand pricing versus private vehicle TCO: how cost structures hinder the dethroning of the car

This study uses a unique dataset on the cost of motoring in Germany to analyse cost competitiveness of emerging mobility-on-demand (MOD) services. Previous studies have focused on comparing current and projected MOD prices with the average cost of private motoring. This study quantifies which proportion of private car travel would actually turn out to be costlier than MOD given that MOD costs drop below certain levels relative to the cost of private motoring. In this context, not the average but the distribution of the costs of motoring are the key issue. These costs are strongly skewed across the cars in private households when including new and old vehicles: a large proportion of private car kilometres are driven at relatively low cost. The study uses simplified scenario settings with MOD price levels ranging from 0.1 €/km to 1.5 €/km to make predictions of hypothetical modal shifts under the assumption that car user switch to the most economic mode of travel. These modal shifts serve as an indicator of MOD cost competitiveness. The results indicate that MOD prices would have to drop to 0.5 €/km or lower to have a notable impact on use of the private car if cost was the key mode choice criterion. Only if MOD prices drop down to a level of about 0.3 €/km—quite possibly a lower boundary for automated MOD—MOD-enabled mobility packages would be the less costly alternative to the private car for a substantial proportion of mileage. However, even at that MOD price level, the private car would still be the most economic option for the majority of today’s car user kilometres. Our findings illustrate that the skewed distribution of the cost of owning and running private cars—where many of those who drive much drive inexpensively—substantially dampens the disruptive potential of MOD. While we use data from Germany to illustrate this, many of our findings are more widely applicable.

Estimating the Potential of Electric Vehicles for Travelling to Work and Education in Melbourne, Victoria

This paper aims to estimate the potential of electric vehicles (EVs) in Melbourne, Victoria, using the Victorian Integrated Survey of Travel and Activity (VISTA) data. The investigation of whether EVs with different all-electric ranges (AERs) can replace car travel to work and education is the focus of this paper. The results showed that EVs would be able to replace most car travel to work (68.5% to 97.1%) and car travel to education (71.9% to 96.9%), with AERs increasing from 40 km to 100 km, assuming car drivers are willing to use an EV. It is estimated that the average operating cost savings per person would be up to AUD 3.12 and AUD 2.79 each day, regarding travel to work and education, respectively. Considering both travel to work and education, EVs could replace up to 33.8 million kilometres of car travel, consuming around 7.6 GWh and resulting in a reduction in carbon dioxide (CO2) emissions of about 610 tons each day.

Making the Pedagogical Elements Used by Prospective Mathematics Teachers Visible in Teaching: Scenario Writing Activities

Introduction: In the reflective writing process, teachers make identification, information, explanation and evaluation activities (Spanneberg, 2009). It is thought that the scenarios written by the teacher candidates in order to teach a certain subject can give them an opportunity to think deeply. However, these teaching scenarios can be a valuable tool for reflective thinking in terms of educational matters such as teaching methods, pedagogy, and beliefs. Methods: In this study, it was investigated whether script writing is an effective tool to make pedagogical elements visible in the prospects of mathematics teachers. Case study pattern, which is one of the qualitative research patterns, was used in the research. For this purpose, thirty prospective mathematics teachers who participated in the study were asked to write two scenarios. The first one is called as “car travel” and the other one is called as “triangles and similarity” scenario. Before the study, some basic frameworks were defined for both scenarios. These are explained to prospective teachers. The “car travel” scenario in this research was given within the scope of the theme which includes only two people and a limited environmental interaction. The second scenario is the triangles and the similarity scenario. In the second scenario, the role of a teacher who conducts applied and real-life education outside of school is defined. Results: In general, it is concluded that script writing activities are very useful in training teachers. The data obtained from both scenarios reveal that the pedagogical elements constructed during the scenario writing activities become concrete in the minds of the prospective teachers. Discussion: It is observed that prospective teachers often include the structure of teaching related to real life in their scenarios. It is stated that teaching in the context of real life increases academic success and students’ interest in the lesson, and thus, the content is learned perceptibly by the students (Acar & Yaman, 2011). Another cognitive element that prospective teachers include in their scenarios is the use of available materials. It is noteworthy that the prospective teachers used real-life tools and materials as materials in the place chosen for the scenarios of their scripts. Limitations: This research is limited to script texts written by thirty prospective teachers. Conclusions: Thanks to this visibility, feedback can be given on the pedagogical elements that the prospective teacher will use in the future.

Living in the 'liveable' city: Housing, Neighbourhood, and Transport Preferences in New Zealand cities

<p>This thesis investigates preferences for housing, neighbourhoods, and transport in Auckland, New Zealand, supplemented by a comparison with similar research in Wellington and Hamilton. The topic is significant for New Zealand as there is an increasingly urban population, and the interconnected areas of urban form and transport can help the country reduce carbon emissions and provide a healthier, more enjoyable lifestyle for its people. The influence of residents’ preferences and their relationship with urban form on achieving compact city development is investigated. Historical and current planning rules and policies provide context for an analysis of how urban planning, preferences, and location and travel choices interact. Auckland’s housing and transport policies show a pattern of path dependency: decisions favouring greenfield development, sprawling low-density suburbs, and car-centred transport have driven subsequent investments and influenced the ease of using alternative transport modes. Such rules have also reduced the availability of housing in accessible, medium- to high-density neighbourhoods and may have contributed to the rising costs of this type of housing. A stated choice survey of 3,285 Auckland households was conducted to investigate the extent to which there is an unmet demand for compact development and alternatives to car travel. Using the survey results, a multinomial latent class model was developed to examine the preferences of households and the trade-offs they may be willing to make when choosing where to live. This type of model allows for identification of preference groups as a means of understanding the heterogeneity of preferences across the population. There was an unmet demand for accessible, medium-density housing, with some households willing to trade off dwelling size and neighbourhood type for higher accessibility or lower prices. The study also found that more people currently drive than would prefer to, with long journey times, safety concerns, unreliable services, and a lack of infrastructure acting as barriers to active and public transport. Households preferring low density are more likely to occupy their preferred dwelling type and be able to use their preferred transport mode. In contrast, those preferring high accessibility or driven by price are more likely to experience a mismatch between their preferred and current dwelling type, and are less likely to be able to use their preferred transport mode.</p>

Living in the 'liveable' city: Housing, Neighbourhood, and Transport Preferences in New Zealand cities

<p>This thesis investigates preferences for housing, neighbourhoods, and transport in Auckland, New Zealand, supplemented by a comparison with similar research in Wellington and Hamilton. The topic is significant for New Zealand as there is an increasingly urban population, and the interconnected areas of urban form and transport can help the country reduce carbon emissions and provide a healthier, more enjoyable lifestyle for its people. The influence of residents’ preferences and their relationship with urban form on achieving compact city development is investigated. Historical and current planning rules and policies provide context for an analysis of how urban planning, preferences, and location and travel choices interact. Auckland’s housing and transport policies show a pattern of path dependency: decisions favouring greenfield development, sprawling low-density suburbs, and car-centred transport have driven subsequent investments and influenced the ease of using alternative transport modes. Such rules have also reduced the availability of housing in accessible, medium- to high-density neighbourhoods and may have contributed to the rising costs of this type of housing. A stated choice survey of 3,285 Auckland households was conducted to investigate the extent to which there is an unmet demand for compact development and alternatives to car travel. Using the survey results, a multinomial latent class model was developed to examine the preferences of households and the trade-offs they may be willing to make when choosing where to live. This type of model allows for identification of preference groups as a means of understanding the heterogeneity of preferences across the population. There was an unmet demand for accessible, medium-density housing, with some households willing to trade off dwelling size and neighbourhood type for higher accessibility or lower prices. The study also found that more people currently drive than would prefer to, with long journey times, safety concerns, unreliable services, and a lack of infrastructure acting as barriers to active and public transport. Households preferring low density are more likely to occupy their preferred dwelling type and be able to use their preferred transport mode. In contrast, those preferring high accessibility or driven by price are more likely to experience a mismatch between their preferred and current dwelling type, and are less likely to be able to use their preferred transport mode.</p>

Emissions Control Scenarios for Transport in Greater Cairo

Air pollution is a major cause of premature death in Greater Cairo, but studies on emission control are limited. We used local and international data to predict the impact of transport emission control measures on sector parameters including congestion. The International Vehicle Emission model accordingly estimated quantities of criteria, toxic and global warming emissions produced by on-road vehicles. Emissions were estimated for 2019 base case (2019-BC) and projected for 2030 under the ‘do nothing’ scenario (2030-DNS) and five scenarios: fuel subsidy removal (2030-FSR), road expansions (2030-RE), public transport improvements (2030-PTI), inspection and maintenance (I/M) programs (2030-I/MP), and fuel enhancements (2030-FE). The 2030-FSR would reduce emissions by 11.2% versus 2030-DNS. The 2030-RE resulted in an average increase of 37% in emissions compared with 2030-DNS since it induces more traffic. The 2030-PTI provides alternatives to car travel; hence, cars result in an average drop of 32.8% for all emission types compared with 2030-DNS. The 2030-I/MP exhibited reductions in PM10 and toxic pollutants, of 35–54.8% compared with 2030-DNS. The 2030-FE reduced SOx, benzene and N2O emissions by 91.8%, 81% and 39.1%, respectively, compared with 2030-DNS. The 2030-I/MP is most effective in reducing health damaging pollutants while 2030-PTI positively impacts commuters’ lifestyle.