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This purpose of this paper is to report on the development of an evidence-informed framework created to facilitate the formulation of generative artificial intelligence (GenAI) academic integrity policy responses for English medium instruction (EMI) higher education, responding to both the bespoke challenges for the sector and longstanding calls to define and disseminate quality implementation good practice.

A virtual nominal group technique engaged experts (n = 14) in idea generation, refinement and consensus building across asynchronous and synchronous stages. The resulting qualitative and quantitative data were analysed using thematic analysis and descriptive statistics, respectively.

The GenAI Academic Integrity Policy Development Blueprint for EMI Tertiary Education is not a definitive mandate but represents a roadmap of inquiry for reflective deliberation as institutions chart their own courses in this complex terrain.

If repeated with varying expert panellists, findings may vary to a certain extent; thus, further research with a wider range of stakeholders may be necessary for additional validation.

While grounded within the theoretical underpinnings of the field, the tool holds practical utility for stakeholders to develop bespoke policies and critically re-examine existing frameworks.

As texts produced by students using English as an additional language are at risk of being wrongly accused of GenAI-assisted plagiarism, owing to the limited efficacy of text classifiers such as Turnitin, the policy recommendations encapsulated in the blueprint aim to reduce potential bias and unfair treatment of students.

The novel blueprint represents a step towards bridging concerning gaps in policy responses worldwide and aims to spark discussion and further much-needed scholarly exploration to this end.

The purpose of this paper is to describe a pilot application of the Sustainable Transportation Analysis & Rating System (STARS), and highlight how a sustainability rating system can be used to promote sustainable urban development through a university–city partnership. STARS is an example of a second-generation “green” rating system focused on transportation planning, design, operations and maintenance.

In Fall 2013, James Madison University (JMU) initiated a STARS pilot demonstration using a local corridor that connects the university and the city of Harrisonburg. The pilot’s purposes were to develop attainable transportation-development targets, evaluate infrastructure and programmatic options in the context of a credit-based system and demonstrate a decision-making framework centered on sustainability optimization. The paper provides an overview of the STARS framework and the pilot’s collaborations, analysis, findings and recommendations for credits across sustainability dimensions.

Upon applying the rating system, the research team found that STARS may initially be easier to integrate into a comprehensive transportation planning process than a corridor-level evaluation due to data needs, in-house expertise and planning timelines for campus and city developments. A campus-wide master plan based on STARS would enable a university and a city to apply sustainability principles to their physical and/or policy interfaces to systemically create change and achieve quantifiable targets.

The STARS framework provides a novel approach for integrating multiple stakeholders (faculty, the university and city staff, students and community members) in a process of capacity building, evaluating options, policy-making, implementation and performance monitoring. The JMU pilot is the first application of STARS at a university and the only US East Coast application to date.

The relationship between the built environment and the human body is rarely considered explicitly in contemporary architecture. In case architects do take the body into account, they tend to derive mathematical proportions or functional dimensions from it, without explicit attention for the bodily experience of a building. In this article, we analyse the built environment in a way less common in architecture, by attending to how a particular person experiences it. Instead of relating the human body to architecture in a mathematical way, we establish a new relationship between architecture and the body—or a body—by demonstrating that our bodies are more involved in the experience of the built environment than we presume. The article focuses on persons with a sensory or physical impairment as they are able to detect building qualities architects may not be attuned to. By accompanying them during a visit to a museum building, we examine how their experiences relate to the architect's intentions. In attending to the bodily experiences of these disabled persons, we provide evidence that architecture is not only seen, but experienced by all senses, and that aesthetics may acquire a broader meaning. Senses can be disconnected or reinforced by nature. Sensory experiences can be consciously or unconsciously eliminated or emphasized by the museum design and use. Architects can have specific intentions in mind, but users (with an impairment) may not experience them. Attending to the experiences of disabled persons, and combining these with the architect's objectives, provides an interesting view of a building. Our analysis does not intend to criticize the one using the other; rather the combination of both views, each present in the building, makes for a richer understanding of what architecture is.

With the plethora of smart mobility innovations, their applications, and their pace of change, it is easy to get distracted by what these innovations can (potentially) do, rather than what we want or need them to do, if we are to meet our societal goals. The focus of this chapter is therefore on the extent to which smart mobility can help create policy change towards the goal of low carbon mobility. The concept of policy is broken down into its component parts, to outline the relationship between policy goals and policy instruments, and identifies the key tools underpinning policy instruments. In turn, the chapter situates policy instruments within an understanding of policy change and triggers for policy change, arguing there are two key ways in which transformative change can occur; exogenously and endogenously. The chapter argues that the onset of smart mobility does not suggest an exogenous shock to the current policy system, in which smart mobility disrupts the authority and beliefs inherent within the current policy approach to mobility. Smart mobility therefore in and of itself is unlikely to lead to a radical policy shift towards low carbon. However, in understanding smart mobility innovations as policy instruments, it is possible to envisage smart mobility incrementally changing policy towards low carbon mobility, if opportunities for reflexivity and learning are embedded within local policy contexts.

Many city logistics projects in Europe have failed. A better understanding of the complex organizational change processes in city logistics projects with many stakeholders may expand city logistics capabilities and thereby help prevent future failures. The purpose of this paper is therefore to increase understanding of how city logistics emerge, and secondarily, to investigate whether such processes can be managed at all.

A paradigm shift in urban planning creates new ways of involving stakeholders in new sustainability measures such as city logistics. Organizational change theory is applied to capture the social processes leading to emergence of city logistics. The methodology is a qualitative processual analysis of a single longitudinal case.

The change process took different forms over time. At the time of concluding the analysis, positive dialectic forces were at play. City logistics schemes are still in an innovation phase. The biggest challenge in managing a process toward city logistics is to convince the many public and private stakeholders of their mutual interest and goals.

Urban goods transport sustainability schemes take many forms, and city logistics is but one such form. Furthermore, the methodology of a single context specific case study does not make prediction possible.

Fewer city logistics projects may fail due to stakeholder participation.

Fewer city logistics projects may fail. Thereby, cities become more environmentally and socially sustainable.

Insights into a city logistics project from a change management perspective has not previously been reported in literature.