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Sustain09
School of Natural and Built Environments
Postgraduate Poster Presentation
April 9, 2009
University of South Australia, Mawson Lakes
i
Communication is a vital part of any research. We communicate to form research
collaborations, to gain funding, to have our findings reviewed, and to share our
results with our peers and the wider community. Research conferences often offer
the opportunity to communicate via poster presentations. A well structured,
informative and attractive poster can be very effective at capturing the
imagination of other researchers. In addition, developing a poster involves
selecting your best research, and using efficient words and ideas to reduce this
research to only a few hundred words. The process therefore helps the student
focus on what is really important in any study. Hence, preparing and presenting a
poster is a vital skill for all postgraduate students, and indeed for all researchers.
As part of its postgraduate program the School of Natural and Built Environments
holds an annual poster presentation for research students to develop the poster
construction and presentation skills that will help them develop as researchers
and in their future careers. The School has a diverse array of students from
Australia and around the world and the research conducted falls within a number
of academic disciplines.
The gathering together of these students to present and discuss their work has
many benefits. First, they must succinctly portray a quantum of their work. In
itself, this process is an important skill and one that can only be honed with
practice and feedback. Second, the discussion of their project with other
researchers often leads to new insights, new directions, or new collaborations.
This speculation is of great benefit to all involved. Third, the research students
must consider the work of their peers. This consideration can lead to new ideas
for their own projects – new ways to view or collect data, new methods of
analysis, or new ways to present results. Fourth, research gatherings lead to
Welcome from the Director of Research
ii
meetings and friendships that can provide support through a research student’s
degree and beyond. These events are a welcome addition to the opportunities for
School staff and students to share their research. The diversity of the School
ensures that these events are a fascinating and stimulating gathering of
personalities and research.
I am continually impressed by the quality of work conducted and presented by the
research students within the School of Natural and Built Environments. The
posters presented in this document are a great example of both the breadth of
research conducted at the School and its quality. I thank the research students for
again rising beyond what is expected of them and ensuring the success of this
forum. This success is one that benefits both the students and the School as a
vibrant research culture that continues to grow.
Professor Chris Daniels
Director of Research
School of Natural and Built Environments
April 2009
iii
Table of Contents
Organising Committee ................................................................................................ v
About the school ........................................................................................................ vi
Presentation Program .............................................................................................. viii
Posters ....................................................................................................................... 1
‐ Dating 14C‐ bearing groundwater using 36Cl
‐ Housing pathways and community integration of African refugees in Australia: Towards
an understanding of African refugee housing issues
‐ Role and Perception on Urban Green Space in Kuala Lumpur and Adelaide
‐ Development of Coagulation for Optimised Removal of Environmental
Pollutants
‐ Clues from the Past with a View to the Future
‐ People, Land, Opportunity
‐ Barriers to Local Governments' Action to Address Climate Change
‐ Direct Seed Mix Treatments for Restoration of Vacant Agricultural Land
‐ Modelling Australian Road Transport Greenhouse Emissions in Carbon Constrained
Economy
Usama Abu Risha ..................................................................................................................................................... 2
Paul Atem ................................................................................................................................................................ 3
Zainul Mukrim Baharuddin ..................................................................................................................................... 4
Behnoosh Bazr Afkan .............................................................................................................................................. 5
Mary‐Anne Binnie .................................................................................................................................................... 6
Paul Corcoran .......................................................................................................................................................... 7
Cathryn Hamilton ................................................................................................................................................... 8
Michael Heath ........................................................................................................................................................ 9
Ivan Iordanov Iankov ............................................................................................................................................ 10
iv
‐ TOD ‐ Transit Oriented Development
‐ The Development of Level Crossing Risk Index
‐ Integrating Natural and Built Environments
‐ Australian Contaminated Sited Law and Policy Case Studies
‐ Fate and Dynamics of Endocrine Disrupting Chemicals (EDCRS) and Pharmaceutically
Active Compounds (PhACs) in the Soil Environment
‐ Sustainable Transport
‐ What is Citizen Science?
‐ Linking Macro and Micro Traffic Models
‐ Travel Time Reliability for Selected Adelaide's Corridors
‐ Shelter Properties of Cracking Clays: Implications for Rangeland Biodiversity
‐ Fuzzy‐Neuro for Trip Distribution Estimation
Susan Irvine .......................................................................................................................................................... 11
Siti Zaharah Ishak .................................................................................................................................................. 12
Timothy Johnson .................................................................................................................................................. 13
Sally Legg .............................................................................................................................................................. 14
Gareth Lewis ......................................................................................................................................................... 15
Jaruwit Prabnasak ................................................................................................................................................. 16
Philip Roetman ..................................................................................................................................................... 17
Branko Stazic ........................................................................................................................................................ 18
Susilawati .............................................................................................................................................................. 19
Helen Waudby ...................................................................................................................................................... 20
Gusri Yaldi ............................................................................................................................................................. 21
v
Organising Committee
Ms Susan Irvine, PhD candidate
Mr Michael Heath, PhD candidate
Mr Philip Roetman, Masters candidate
Ms Leonie Edwards, School Administrative Officer (NBE)
Professor Chris Daniels, Director of Research (NBE)
vi
About the School
The School of Natural and Built Environments focuses on the unique relationships and
synergies between natural and built environments, with a particular interest in teaching and
research to support improved environmental and socio‐economic sustainability for the future.
The School is located across two campuses – in the heart of Adelaide at the City East Campus
and at the expanding and vibrant new suburb of Mawson Lakes on the northern fringe of the
City. As part of the Division of Information Technology, Engineering and the Environment (ITEE),
the School offers applied and relevant programs that take students out of the classroom and
into the field.
Civil Engineering
Civil Engineering programs place particular emphasis on the application of theory through
focused project and assignment work. By the final year of the degrees, fifty per cent of the
courses are project based including a major industry related research project and a design
project that models industry experience. This strong industry focus ensures that graduates are
already familiar with the industry needs and modes of operation when they commence
employment. The programs are accredited by Engineers Australia. Industry links include
Department of Transport, Energy & Infrastructure (DTEI), SA Water and Built Environs ‐ all of
whom provide scholarships for students in the program. UniSA coordinate regular industry
lectures as well as industry sponsored student projects.
Construction Management and Economics
Construction Management and Economics at UniSA offers the only construction management
degrees in South Australia and is one of the most accredited construction management and
economics programs in Australia. Students can study a broad range of courses, including the
study of sophisticated construction techniques, surveying and estimating, design economics,
contract administration, project management, planning and more. All undergraduate and
postgraduate programs provide the education and training required to reach a professional
level and have a number of key industry links. The Bachelor of Construction Management and
Economics program maintains a 100% employment rate.
vii
Environmental Management and Sustainability
UniSA offers four specialised programs in the field of Environmental Management and
Sustainability ‐ Biodiversity and Park Management, Environmental Protection and Management,
Geospatial Information Systems, and Geographical and Earth Systems. All four awards provide
students with a broad understanding of environmental issues and share a common first year,
allowing the flexibility to move between the awards as career aspirations become clear.
Graduates will be qualified to work in a wide variety of positions related to the natural and built
environment and the multi‐disciplinary nature of the programs, as well as the strong focus on
practical components of learning and active fieldwork, provides expertise in the natural, spatial
and social sciences. Graduates are employed in the private and government sector in all
Australian states and several overseas countries.
Transport Systems Engineering
The Transport Systems Engineering program is designed to provide Masters level expertise in
the planning, designing and managing of transport systems and continuing education for
graduate students with professional interest in the area of transport systems engineering and
transport planning. The coursework enhances the concepts and theory in different aspects of
traffic and transport engineering and students develop the capacity to undertake independent
research and the ability to analyse and report on research procedures and findings.
Urban and Regional Planning
Urban and Regional Planning at UniSA is home to the longest‐established planning school in
Australia and celebrates sixty years of planning education in 2009. Both the undergraduate and
postgraduate programs incorporate a range of teaching techniques focused on providing
students with the best possible conditions to advance their learning. Students undertake field
trips, engage in collaborative projects, and are taught a number of professional skills courses by
highly qualified planners. A work placement program has been built into the bachelors degree
which provides students with an opportunity to work alongside qualified planners for an
extended period of time. The Planning programs are strongly supported by the Planning
Institute of Australia, the national body that accredits professional planners. There is also a
strong ‘Young Planners’ group, which represents recent graduates and is closely linked to the
student‐governed ‘Organisation of Planning Students’.
viii
Presentation Program
Thursday, 9th April
12:00pm Registration
12:20am Welcome: Professor Patrick James, Head of School
12:30am Introduction from Postgraduate Representatives, Susan Irvine & Michael Heath
12:40pm Lunch
1:10am Student Poster Presentation and Question Time
1:40am Discussion of Posters Led by Professor Chris Daniels
2.10pm Afternoon Tea
2:30pm Talking Research with Professor Nanthi Bolan, UniSA Dean of Graduate Studies
2:45pm Student Poster Awards
3:00pm Research Degree Coordinators Address New Students, Dr Fleur Tiver (RDC Mawson Lakes) & Dr Sadasivam Karuppannan (RDC City East)
3.30pm Close
Posters
1
Abstract:The 36Cl and 14C ages of a given groundwater sample are often quite different. The 36Cl ages may be up to one order of magnitude higher than the 14C ages. The problem is global and can be attributed either to using inaccurate initial 36Cl and 14C values or to applying inaccurate in-aquifer 36Cl and/or 14C evolution model/s. This work, for the first time, presents similar 36Cl and 14C ages for Great Artesian Basin (GAB) groundwater at Dalhousie, South Australia, using initial 36Cl and 14C values from the recharge area and assuming subsurface addition of 36Cl-free Cl .
Figure 1 Proposed 36Cl/Cl evolution models in the southwestern Great Ar-tesian Basin.
U. A. Abu Risha School of Natural & Built Environment, The University of South Australia
The majority of previous studies attrib-ute the evolution of groundwater initial 36Cl/Cl ratios to: 1. the decay of the initial 36Cl, and2. the transfer of hypogenic 36Cl into
groundwater from aquifer rocks.Three models were found to account for the evolution of the assumed 36Cl/Cl initial ratios measured in the Sandy and Claude wells which occur in the GAB recharge area, to the ratios ob-served in the Dalhousie Springs within times similar to the 14C ages (Figure 1). The Sandy well model assumes subsurface 36Cl-free Cl addition to the groundwater at a rate of 5 mg/l/ka (1000 years). The Claude well models assume subsurface 36Cl-free Cl addi-tion rates of 5 and 10 mg/l/ka.
Figure 5 Comparison between the 14Cages and the 36Cl ages estimated assum-ing initial 36Cl/Cl ratio similar to the Claude well ratio and subsurface 36Cl-freeCl addition rates of 5 & 10 mg/l/ka.
The differences between the esti-mated 14C and 36Cl ages are < 5 ka (Figures 4 and 5) which can be re-garded as a breakthrough in ground-water dating studies.The atmospheric 36Cl/Cl ratios can-not represent the initial groundwater ratio because they are: (1) quite dif-ferent from the recharge area groundwater ratios. and (2) widely variable both spatially and temporally (Keywood, 1995). The ratios of the Claude and Sandy wells are similar to the ratios of the Finke River flood-water (Radke et al. 2000).
Figure 2 14C ages-36Cl/Cl ratio plots of the Dalhousie Springs in the evo-lution time space of the initial 36Cl/Clratio measured in the Claude well as-suming subsurface 36Cl-free Cl rates of 5, 10, and 20 mg/l/ka.
To link the 14C ages to the 36Cl/Cl evo-lution models, the14C ages were plot-ted versus the measured 36Cl/Cl ratios on the initial 36Cl/Cl evolution plots (Figure 2 and 3). It is clear that the Sandy model assuming subsurface 36Cl-free Cl addition rate of 5 mg/l/ka is better than the other models and its ages are closer to the 14C ages. This method provides a means to check the validity of the assumed 36Cl-free Cl ad-dition rates. The actual addition rates to the samples plot to the right of a given model curve are less than the assumed rate of this model whereas the addition rates of the samples plot to the left of the curves are higher than the assumed rates.
Figure 2 14C ages-36Cl/Cl ratio plots of the Dalhousie Springs in the evolu-tion time space of the initial 36Cl/Clratio measured in the Sandy well as-suming subsurface 36Cl-free Cl rates of 5 and 10 mg/l/ka.
Dating 14C– bearing groundwater using 36Cl
Figure 4 Comparison between the 14Cages and the 36Cl ages estimated assum-ing initial 36Cl/Cl ratio similar to the Sandy well ratio and subsurface 36Cl-free Cl addi-tion rate of 5 mg/l/ka.
Conclusions14C and 36Cl are natural radioactive isotopes. After entering an aquifer, they start to decay. If the initial 36Cl/Cl ratio decline is only due to decay, it cannot be measured before the pas-sage of 60 ka. By then all the initial 14C is ex-pected to be decayed. However, this condi-tion is rare in nature and the addition of 36Cl-free Cl or mixing with old saline groundwater can cause 36Cl/Cl measurable differences within the limits of the 14C ages.
Acknowledgements Thanks are due to my supervisors Dr. Ian Clark and Prof. Simon Beecham.
RecommendationsThe atmospheric chemical deposition studies in Central Australia focused only on the rain-fall events of normal magnitudes (e.g. Hutton, 1986; Keywood, 1995). The develop-ment of freshwater bodies below the ephem-eral rivers in the GAB reflects the need for studying floodwater chemistry in this region.
References Hutton, JT 1983, 'Soluble ions in rainwater collected near Alice Springs, N.T., and their relation to locally derived atmospheric dust', Transactions of the Royal Society of South Australia, vol. 107, p. 138. Keywood, MD 1995, 'Origins and sources of atmospheric precipitation from Australia: chloride-36 and major-element chemistry', PhD Thesis, Australian National University. Radke, BM, Ferguson, J, Cresswell, RG, Ransley, TR & Habermehl, MA 2000, Hydrochemistry and Implied Hydrodynamics of the Cadna-owie-Hooray Aquifer, Great Artesian Basin, Bureau of Rural Sciences, Can-berra.
2
6. Research theoretical frameworkThis research employs communicative planning theory to draws on Haber-mas’ theory to engage Af-rican migrants in a discus-sion of their experiences & their interpretations of housing conditions in re-lation to bureaucratic de-
cisions & how com-municative tensions might affect them.My aim is to seek a consensus on how best to address ten-sions between or-ganisations that me-diate between Afri-can migrants & af-fordable housing &
1. Aim and objective of the re-search
The research’s major aim and objec-tive is to empirically explore the housing related issues that could present themselves through data collected from African migrants. The research identifies & examinesThe challenges by drawing onCommunicative action theory.
4. Literature review Many of African migrants arrived in Australia as part of the federal government humanitarian pro-gram in response to political crisis & civil wars in Africa. Before reaching Australia, many of them spent several years in refugee camps after fleeing their countries of origin. The housing crisis in the African community is the result of many factors. Among these are issues with obtaining paid work.
2. Research limitationsLiterature & studies of African refugees have focused on health & education issues with modest focus on how housing issues matter for durable settlement of Africans, or the relationship of housing to health & education. This research will add to exist-ing literature and academic knowledge es-pecially in the field of urban & regional
Housing pathways and community integration of African refugees in Australia: Towards an understanding of African refugee housing issues
African families traditionally live in an extended familysituation. They need an affordable home for successful settlement and integration in Australia. New housing stocks are required to meet the housing needs of African migrants as much of current housing stock in Australia do not suit large families.
Map indicates patterns of African migration to South Australia over recent
3. The significance of the researchThis research serves two functions, i.e. to contribute to the existingrefugee migration field of studies & to address limitation of housingliterature particularly in relation to African refugees in Australia. It aims to provide conclusions & recommen-dations that will be based on sound research findings.
5. Research methodologyIn order to effectively investigate the housing experiences of the African refu-gees in Australia this research under-takes a case study of African refugees in Adelaide, South Australia. In-depth semi-structured interviews will be the primary means of data collection. The case study will involve 20 semi-structured interviews with purposively selected African migrants from refugee backgrounds.
7. Results and discussionData analysis focuses upon two key areas: housing needs as an indicator to community integration & demand, and other social problems confronting African migrants in the wider Australian society. It discusses the nature of household demand specifically in relation to family structure and household size. The analysis will pay particular attention to economic andsocial capital. Close examination of such factors will offer effective understanding of African migrants’ housing situation in the context of Australian social policy.
Paul Atem is a PhD scholar in planning discipline. Paul came to Australia as a refugee from Sudan & he’s interested in the field of migration & international sustainabledevelopment. Paul’s PhD supervisors are Dr. Lou Wilson & Dr. Andrew Allan
Email: [email protected]
3
Prepared By: Zainul Mukrim Baharuddin PhD Planning
Supervisors:Dr Alpana Sivam, Dr Sadasivam Karuppannanand Prof Chris Daniels
RESEARCH METHODOLOGY
INTERVIEW
STAKE-HOLDERS
STATEMENT OF THE PROBLEMS
RESEARCH OBJECTIVES
URBAN GREEN
SPACE
SOCIAL and HEALTH ENVIRONMENTAL
ECONOMIC
Study of Kuala Lumpur and comparison with Adelaide.
Social
Attributes
Environmental
Attributes
Park
Visitors
Government
Non–
Government
QUESTIONNAIRE
CitizensPark
Visitors
LANDSCAPE
OBSERVATION
1
2
RESULT AND RECOMMENDATION
The aim
of this research is to explore urban green spaces and people’s attitudes
toward wildlife in Kuala Lumpur,
Malaysia and to compare this to the scenario in Adelaide,
South Australia.
Focus Groups :
NGOs and Built
Environment Professionals
1) Open space planning In Malaysia, urban green space has received little atten-tion in future planning. Large cities such as Kuala Lum-pur aim ambitiously to be a ‘Garden City’ by 2020 (Draft KLSP 2020). However, urban green space planning has been implemented to fulfil predominantly the social needs of people and less consideration to environmental aspects such as wildlife and biodiversity, woodlands and wetlands.
2) Urban green space conservation Urban green space is decreasing due to pressures of rapid population growth, residential and commercial de-velopments. If this trend continues it will invariably af-fect the health and sustainability of the urban environ-ment and lead to long-term damage of the natural habi-tat (Pauleit 2003, Tratalos 2007 and McKinney 2008). Due to the decline in the amount of urban green space many problems occur such as floods, air and noise pol-lution and social and health issues.
3) Demand on Urban Green Space literature
There are not many published scientific researches re-lating to environmental matters of urban green space. For example, in the last sixteen years these issues were not highlighted in the Journal of Landscape and Urban Planning (Chiesura 2004; Matsuoka & Kaplan 2008).This shows that little intension and contribution by profes-sional on the environmental issues, (Brown 2005). How-ever, Swanwick et al (2003) and Bell et al (2007) argue that it has been addressed in other studies, particularly those emanating from the UK.
4) Attitude on Urban green space
Urban green space is crucial to sustainable city because it involves social, economic and environmental issues and if managed properly, has ecological benefits for its inhabitants. Professionals and other citizens are well aware of the values of urban green space and its promo-tion of social integration, community development and environmental protection (Swanwick 2003 and Balram 2005). However, many countries currently have little knowledge about environment conservation (Niemela 1999) and there is little understanding or agreement of this concept among built environment professionals (Brown 2005).
National Land-scape Dept (JLN)
City Hall of
Kuala lumpur (DBKL)
-————————————————————————————————————————————————————
1. To identify the perception of the stakeholder and citi-
zens regarding on the social and environmental bene-
fits of various urban green spaces.
2. To recognize the perceptions/attitudes of stakeholders
and public toward wildlife in urban green spaces.
3. To explore why do ecological con-
cerns of urban green space receive
little intention from citizens and
stakeholders?
CONCLUSION
This research will investigate perceptions of various stakeholders and urban dwellers in Kuala Lumpur, Ma-laysia and Adelaide, Australia. It will make a comparison of both cities’ policies regarding urban open spaces and their implications for urban policy development. Both cities are aware that it is important in an era of increas-ing urbanization to provide more peaceful and sustain-able urban environments. Guidelines will be suggested for making attainable urban open space and more gen-erally in improving people’s knowledge of the environ-ments they live in.
-————————————————————————————————————————————————————
4
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0.01
0.015
0.02
0.025
0.03
100 1000 10000 100000
UV�Abs�@
�260
nm
Apparent�Molecular�Weight
Myponga�raw
Myponga�raw
VHA
SHA
CHA
NEU
zz
Procedures:�
Treated�water�
Raw�water�
5
Clues from the past witha view to the future
M.N. Binnie, School of Natural and Built Environments, University of South Australia, Mawson Lakes, SA 5095
IntroductionUnderstanding modern environments provides
information that may enable interpretation of ancient
environments. For example, investigating signals of the
past may contribute to a better understanding of Earth
and current climate change. This in turn, may allow
predictions of future sea-level changes. Foraminifera are
potentially useful tools for such investigations.
PurposeAspects of this research was designed to:
�� Investigate the distribution pattern of modern foraminifera
in an estuarine environment.
�� Determine the species of foraminifera that have potential
for use as indicators of euryhaline conditions, that is, able
to tolerate a broad range of salinity.
Results from this project will provide additional data on the
distribution of benthic foraminifera in modern environments
and broaden the main investigation into ancient sea-levels in
Spencer Gulf, South Australia.
Foraminifera are single celled organisms which construct shell-like
tests (Figs. 3 & 4). They predominantly occur in marine
environments, from estuaries to open oceans and also in saline
lakes. Species distribution is related to water depth, which is a
primary factor that controls such parameters as salinity,
temperature, dissolved gases, light and plant distribution. Their
wide, geographical distribution and abundance makes them ideal
proxies for palaeo-environment analysis and interpretations.
Study Site Onkaparinga Estuary (Fig. 1) is situated approximately 35
km south of Adelaide and consists of a tidal channel with
adjacent tidal flats, salt marshes, artificial wetlands and
open water. The estuary is 10.5 km long and extends from
Old Noarlunga to the mouth (Fig. 2) at Port Noarlunga (DEH
2005). It is a tidal dominated, open estuary and is host to a
variety of birdlife, invertebrates and fishes.
PhD Geology Candidate, investigating benthic foraminiferal assemblages as environmental indicators to interpret Holocene sea-level changes in Spencer Gulf, South Australia.
AcknowledgementsProfessor John Cann — Principal Supervisor. Assoc. Professor Jim Jago — Associate Supervisor. William Shackleton — Critical Review. Graham Nash — ANU. UniSA —funding and resources to conduct this research. Dept. Ed., Science & Training —Research Training Scheme.
Discussion & Conclusion Estuarine parameters are variable. For example, salinity can
reach to levels greater than 37 ‰ in the upper reaches
depending on seasonality and daily tidal influences. Species
such as E. excavatum are tolerant to and exploit such
conditions, hence dominate the foraminiferal assemblage.
These same species that are present in modern estuaries
are also preserved as fossils in sediment cores thus
providing clues to past environments.
Fig. 6 Selected pie diagrams illustrating dominant species; upper estuary.
ResultsSurficial sediment samples were taken from 8 sites along
the estuary. Preliminary results indicate low species
diversity in the upper estuary (Fig. 5) where it is
dominated by Elphidium excavatum and Ammonia beccarii
(Fig. 6). In contrast, species diversity is greatest in the
lower regions closer to the estuary mouth.
Fig. 2 Mouth of Onkaparinga Estuary
Fig. 5 Sample site 2Onkaparinga Estuary
Fig. 1 Location Map
F i g . 3 M a r g i n o p o r a vertebralis & Baculogypsina spp. are characteristic of tropical seas.
Fig. 4 Peneroplis planatusis characteristic of seagrass meadows.
Reference: Dept for Environment & Heritage 2005. Onkaparinga Estuary Information Package.
Onkaparinga�Estuary�Site�2
7%
57%
32%
5%
Ammonia beccarii
Elphidium excavatum
Other species Triloculina inflata 9%
31%
43%
11%
6%
Elphidium excavatum
Ammonia beccarii
Triloculina inflata
Ammobaculites barwonensis Other species
Onkaparinga�Estuary�Site�3
6
Method 1: Using the principles of Participatory GIS and Continuous Improvement, construct a value stream to determine theeffectiveness of GIS within ILC business processes and constituent parts, then communicate the results to the ILC
NB The communication is a work in progress. Below is a template that will be used to convey the efficiency savings to the
ILC. The final version of the template will be an interactive poster where ILC personnel will be allowed to
navigate to relevant information by clicking on the different tabs & buttons, including videos to compare current business
processes against proposed GIS orientated processes.
Aim 1:Contribute to the ILC’s land acquisition and land management processes by identifying opportunities to increase the
application of GIS and methodologies as a means of maximising benefits for Indigenous people.
Introduction
Main Findings
Conclusion
People, land, opportunity ………….. The Indigenous Land Corporation (ILC) assists Indigenous people to derive lasting economic, social, environmental and cul-tural benefits from owning and managing their land. Creating training and employment opportunities is central to achieving these benefits now and for future generations
Shirley McPherson ILC Chairperson 2009
Hammer and Champy (2003) defineContinuous Improvement (or Kaizen inJapanese) as a quality improvementprogram that seeks to enhance existing processes within a current organisational framework in order to make thatorganisation ‘lean’ and eliminate waste.
ReferencesHammer, M & Champy, J 2003, Reengineering the Cooperation, Harper Collins, New York
Nietschmann, B 1995 ‘Defending the Miskito Reefs with maps and GIS Mapping With Sail, Scuba and
Satellite’, Cultural Survival Quarterly
Rambaldi G, Kwaku Kyem,AP, McCall M, & Weiner D 2006 Participatory Spatial Information
Management and communication in Developing Countries , EJISDC
Research question: To what extent can encouraging organisational participation in Geospatial Information Systems (GIS) improve the ILC’s land acquisition and management business processes?
Objective 1: Review and examine the ILC business processes e.g. Land Acquisition, Land Management and Reporting.
Improved delivery of ILC programs
PGIS practice is geared towardscommunity empowerment through measured, demand driven, user friendly and integrated applications of geo-spatial technologies
Rambaldi et al (2006)
The Barbara Hardy Centre forSustainable Urban Environments
+ = http://www.iapad.org/mapping_and_gps.htm √
More Indigenous territory has been
claimed by maps than by guns. This as-
sertion has its corollary: more Indigenous
territory can be reclaimed and defended
by maps than by guns. Whereas maps like
guns must be accurate, they have the ad-
ditional advantages that they are inexpen-
sive, don't require a permit, can be openly
carried and used, internationally neutralize
the invader's one-sided legalistic claims,
and can be duplicated and transmitted
electronically which defies all borders, all
pretexts, and all occupations.
(Nietschmann, 1995)
Adapted from original image “Impact of colonisation’ program ©Migration Museum & Method Media
7
Barriers to Local Governments’ Action to address Climate Change
Climate Change and Local Governments
The issue of climate change and the need to reduce emissions of greenhouse gases (GHGs) has in recent years become a key area of concern for communities in Australia. The Intergovernmental Panel on Climate Change (IPCC 2007) reported that
“the observed increase in global average temperatures since the mid-20th century is very likely due to the observed increase in anthropogenic greenhouse gas concentrations and that discernible human influences now extend to other aspects of climate including ocean warming,
continental-average temperatures, temperature extremes and wind patterns.” Although climate change is a global issue the contributing factors arise through local action, particularly the use of energy from fossil fuels. While state planning strategies dictate the direction and priorities for planning communities into the future, these are then incorporated into development plans and policies for implementation by each local government agency. Australian local government is the statutory body primarily responsible for jurisdictional planning decisions and shaping the future character of the local built and natural environments (Critchley and Scott 2005).
‘Ideal’ Local Action
A questionnaire was posted to Chief Executives of each metropolitan local government (Councils) in South Australia (SA) and Victoria (Vic) in April 2008. Responses were received from 18 of the 20 SA Councils (90%) and from 19 of the 28 Vic Councils (70%). In response to the question:
“In an ideal world, what process or measure do you think local government needs to implement to make a
positive impact on climate change?” a variety of responses were received. These have been summarised in Figures 1 and 2.
0 1 2 3 4 5 6 7 8
Council�Leadership/�Example
Vehicle�Fuel�Efficiency
Streetlighting
Household�Energy�Efficiency
Planning�Policy
Information�&�Education
Mobilise�Community
Renewable�Energy
Monitoring�and�Feedback�of�information�on�energy�use�
Advocacy�to�higher�levels�of�Govt
Implement�adaptation�programs
Develop�policy�position�and�action�plan
Number�of�Councils
SA�Councils�� Ideal�Process�or�Measure
Figure 1. Ideal process or measure nominated by SA Councils to make a positive impact on climate change
0 1 2 3 4 5 6 7 8
Council�Leadership�/Example
Vehicle�Fuel��Efficiency
Transport�Infrastructure��&�Access
Streetlighting
Building��Design
Household�Energy�Efficiency
Planning��Policy
Information�&�Education
Industry�Assistance
Planting�Trees/�Street�Trees�/retain�trees
Water��Management
Mobilise�Community
Purchase��GreenPower
Renewable��Energy
Divert�green�waste��/organic�waste��from�landfill
Stricter�Targets
Monitoring�and�Feedback�of�information�on�energy�use�
Implement�action�plan
Number�of�Councils
Vic�Councils�� Ideal�Process�or�Measure
Figure 2. Ideal process or measure nominated by Vic Councils to make a positive impact on climate change
Barriers to Implementation
When asked the question:
“In your opinion, what are the barriers to local government implementing the ideal process or
measure?” the responses from Councils were also varied. These are summarized in Figures 3 and 4. These barriers are mainly financial, political, institutional, infrastructural or social. These findings support that of other research studies concluding that the barriers to implementing measures to address climate change at the local level are generally not technological.
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Insufficient�funding
Councillor�lack�of�knowledge
Limited�people�resources
Not�a�priority�� community
Lack�of�political�will�/�support�at�higher�levels�of�Govt
Jursidictional�&�institutional�barriers
Better�networks�and�partnerships�needed
Lack�of�data�at�regional�level
Senior�Management�not�committed
GHG�seen�as�an�environmental�issue
Number�of�Councils
SA�Councils�� Barriers
Figure 3. Barriers to implementation (of ideal process or measure) nominated by SA Councils
Figure 4. Barriers to implementation (of ideal process or measure) nominated by Vic Councils
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
Insufficient�funding
Councillor�lack�of�knowledge
Lack�of�information�on�alternative�technologies
Limited�people�resources
Not�a�priority�� community
Lack�of�political�will�/�support�at�higher�levels�of�Govt
Political�power�of�housing�and�development�industry
Vic�Civil�&�Admin�Tribunal
Capture�of�Govt�by�Fossil�Fuel�Lobby
Privatization�of�electricity�generators
FBT�Rules�Vehicles
Jursidictional�&�institutional�barriers
Number�of�Councils
Vic�Councils�� Barriers
2008 GHGs
2030 Target
2020 Target
2050 Target
Cathryn Hamilton PhD Candidate, School of Natural and Built Environments, University of South Australia, Adelaide, South Australia
Supervisors: Assoc Prof Jon Kellett, Prof Steve Hamnett
Acknowledgements: PhD Research funded by the ARC Linkage Project: Carbon Neutral Communities—Making the Transition. Project Partners - UniSA, RMIT University, City of Playford, Manningham City Council, ICLEI—CCP Australia, Moreland Energy Foundation Limited, Northern Alliance of Greenhouse Action, Consumer Affairs Victoria and Community Power.
References: IPCC (2007) Climate Change 2007: The Physical Science Basis. Summary for Policymakers. [http://www.ipcc.ch last accessed 26 July 2007] CRITCHLEY, V. & SCOTT, J. (2005) Changing governments: Councils embracing the precautionary principle. IN KEEN, M., BROWN, V. A. & DYBALL, R. (Eds.) Social learning in environmental management: towards a sustainable future. London, Earthscan.
Political Financial
Infrastructural Institutional
Social
8
Direct�seed�mix�treatments�for�restoration�of�vacant�
agricultural�land�
Ph.D.�Project�Partners:�Australian�Defence�Force�Department�of�WLB&C�
Rural�Solutions�SA�
Michael�J.�Heath�B.Ap.Sci.(Hons)��Dr�Fleur�Tiver�(Supervisor)��Ms.�Joan�Gibbs�(Associate�Supervisor)�
Biography�from�the�Author:�
I�graduated�from�a�Bachelor�of�Applied�Science�in�Biodiversity,�Environmental�and�Park�
Management�from�the�University�of�South�Australia�in�2005.�After�graduating�I�����������
commenced�work�for�the�South�Australian�Research�and�Development�Institute�(SARDI)�
being�involved�with�genetic�resources�and�sustainable�technologies.�In�2007�I�returned�to�
UniSA�to�complete�an�Honours�Degree�investigating�mine�site�rehabilitation,�then�com�
mencing�my�Ph.D.�Candidature�in�2008.�Throughout�this�time�I�have�committed�to�volun�
tary�work�with�the�Compass�Creek�Care�landcare�group.�
The�AIM�of�this�project�is�to�monitor�and�compare�the�effectiveness�of�sowing�a�low�and�a�high�����������
diversity�native�seed�mix�for�the�restoration�of�a�agriculturally�degraded�site�to�a�state�most�
similar�to�that�of�neighbouring�remnant�ecosystems�and�previously�revegetated�sites.�A�KEY���
OUTCOME�IS�THE�RE�ESTABLISHMENT�OF�LANDSCAPE�SUSTAINABILITY,�BIODIVERSITY�AND�
ECOSYSTEM�FUNCTIONS�PRESENT�BEFORE�DISTURBANCE.�
MONITORING��of�experimental�sites�includes�Vascular�Plants,�Invertebrates,����������
Mycorrhizal�Fungi�and�Soil�Physical�and�Chemical�Properties.�These�BIOINDICATORS�have�
been�chosen�due�to�their�role�in�energy�capture,�nutrient�and�water�cycling,�landscape�
stability,�habitat,�plant�growth,�reproduction�and�establishment,�and�the�food�chain.�
HIGH�DIVERSITY��Acacia�hakeoides�
Acacia�ligulata�
Acacia�oswaldii�
Atriplex�nummularia�
Atriplex�paludosa�
Eucalyptus�gracilis�
Eucalyptus�porosa�
Maireana�brevifolia�
Melaleuca�lanceolata�
Myoporum�insulare�
Nitraria�billardierei�
Pittosporum�angustifolium�
Rhagodia�parabolica�
Acacia�notabilis�
Adriana�klotzschii�
Alyxia�buxifolia�
Eucalyptus�socialis�
Geijera�linearifolia�
Scaevola�spinescens�
Lawrencia�squamata�
LOW�DIVERSITY��Acacia�hakeoides�
Acacia�ligulata�
Acacia�oswaldii�
Atriplex�nummularia�
Atriplex�paludosa�
Eucalyptus�gracilis�
Eucalyptus�porosa�
Maireana�brevifolia�
Melaleuca�lanceolata�
Myoporum�insulare�
Nitraria�billardierei�
Pittosporum�angustifolium�
Rhagodia�parabolica�
Local�provenance�seed�mix�species�tested�
VASCULAR�PLANT�monitoring�����������������
incorporates�the�analysis�of�Density,�������
Percentage�Cover,�Frequency,�Species�
Richness,�Species�Diversity�and�����������
Percentage�of�Exotics.�INVERTEBRATE�
monitoring�includes�Abundance,�Species�
Richness�and�Species�Diversity.�The�����
frequency�of�native�plant�root�infection�
with�MYCORRHIZAL�FUNGI�is�surveyed.�
SOIL�analysis�includes�soil�type,�grain�
size,�organic�carbon�content,�pH�and�����
available�nutrients�and�elements.� Vascular�plant�community�
Invertebrate�trap�
�Mycorrhizal�infection�
Soil�grain�size�test�
PROJECT�SITE�
The�project�site�is�located�at�the���������
Australian�Defence�Forces�Proof�and���
Experimental�Establishment�in�the�dis�
trict�of�Port�Wakefield,�South�Australia.�
The�site�is�95km�from�the�Adelaide�CBD.�
The�region�is�classified�as�semi�arid.�
EXPERIMENTAL�DESIGN�
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9
Vehicles of the future Technologies based on Internal Combustion En-
gine (ICE) Gasoline engine
Direct Ignition (DI) Features: advanced injection technology, additional nitrogen oxide
after-treatment necessitated by lean burning, spark ignition en-gines with variable and electro-mechanical valve trains, reduced friction technologies, displacement-on-demand, turbocharging, multispeed transmissions
Improved performance: engine shut-off at idle without hybridization, improved energy utilization
Timeframe: 2010 + Control Auto Ignition (CAI)
Features: sophisticated De-NOx after treatment Improved performance: sophisticated energy utilization Timeframe: 2020 +
Diesel engineDirect Ignition (DI)
Features: high turbo-charging, inter-cooling, downsizing Improved performance: improved energy utilization Timeframe: 2010 +
Homogenous Charge Compression Ignition (HCCI) Features: advanced combustion process Improved performance: sophisticated energy utilization Timeframe: 2015 +
Hybrid Electric Vehicle (HEV)Features: electric motor, battery, Continuously Variable Transmis-
sion (CVT) Improved performance: engine shut off, low speed efficiency, re-
generate energy Timeframe: 2010 +
Fuel cells (FC)Features: Fuel cell systems Improved performance: zero tailpipe emissions, potential zero well-
to-wheel emissions Timeframe: 2030 +
Fuels of the future Internal combustion engine (ICE) fuels using ex-
isting fuel infrastructure Low sulphur gasoline and diesel
Benefits: lean burn gasoline engine; ultra clean diesel engine Challenges: energy intensive desulphurisation Timeframe: 2010 +
Fischer-Tropsch (FT) process diesel Benefits: favourable emissions characteristics; reduced fuel con-
sumptionChallenges: energy intensive FT process with higher CO2 emissions Timeframe: 2020 +
Conventional biofuels Benefits: carbon neutral (in theory) Challenges: limits by land and water resources availability; the diffi-
culty of assessing accurately GHG reduction; the difficulty to achieve economies of scale because of the logistic of biofuel pro-duction
Timeframe: 2015 + Advanced biofuels
Benefits: potential to use wide range of biomass, including waste (“biomass to liquid” – BTL); potential to be market competitive with conventional gasoline and diesel
Challenges: highly uncertain future – not proven on a commercial scale; required very large scale optimisation
Timeframe: 2030 + ICE fuels requiring separate fuel infrastructure –
LPG, CNG, H2Challenges: long term benefits from these fuels are limited Timeframe: interim implementation
Fuel cells fuels Benefits: zero tailpipe emissions Challenges: storage not suitable for mass production vehicles, en-
ergy intense hydrogen production Timeframe: 2030 +
MotivationMitigation towards sustainable transport is particularly challenging task that Australia is currently facing and will face in the next several decades. However, if this problem is not addressed adequately now, the potential rise of transport GHG emission will jeopardise GHG emission reductions that could be achieved in other sectors of the economy with costly efforts. In the expected conditions of growing demand for transport services the most appropriate action to contain transport GHG emissions within the required limits is to effectively miti-gate to more GHG efficient Australian vehicle fleet.
I. Knowledge Base
II. Methodology
Projection of “well-to-wheel” road transport greenhouse emissions which offers following advantages:
�� Dynamic and interactive modeling for pre-diction the evolution of different vehicle propulsion systems and fuel combinations.
�� Dynamic modeling of emissions trading - Iterative update of emissions permits de-mand.
�� Utalisation of realistic disaggregated emis-sions factors for different vehicles classes bases on typical driving conditions.
Well-to-Wheel (Well-To-Tank + Tank-To-Wheel) greenhouse emissions for various fuel and propulsion system combination
Source: Sustainable Mobility Project Calculations.
Ivan Iankov Institute for Sustainable System and Technologies
Transport Systems
University of South Australia
© 2009
10
TODTOD - Transit Oriented Development‘Imagine a region made up of a network of great neighborhoods‘Imagine a region made up of a network of great neighborhoods——places where residents of diverse places where residents of diverse
incomes, ages and backgrounds have the option to walk to nearby shopping, parks and schools; where incomes, ages and backgrounds have the option to walk to nearby shopping, parks and schools; where streets are safe to walk along and public spaces are beautiful, inviting and frequented; and where people streets are safe to walk along and public spaces are beautiful, inviting and frequented; and where people can choose to take a train or bus to their destinations as easily and conveniently as a car…can choose to take a train or bus to their destinations as easily and conveniently as a car… Achieving this vision will require new thinking about the way we plan our communities and Achieving this vision will require new thinking about the way we plan our communities and transportation systems…’transportation systems…’
What is TOD?What is TOD?
��Pedestrian & cycle friendly, higher density, mixed use development within walking distance oftransit*—there is no standard definition
��Many so-called TODS fall far short of their potential
��Dittmar & Poticha - 5 main goals: �� Location efficiency � Value capture � Resolution of tension between node & place
��Above all, ‘‘livability’livability’ - would YOU want to live and/or work there?
*Transit is the term used for public transport in the USA.
�� Rich mix of choices �� Place making
Why plan & build TOD?Why plan & build TOD?��Social benefits—reduced commuting time & stress, a range of
employment, services & community facilities nearby, more affordable housing options, social diversity, revitalised urban centres
��Environmental benefits—reduced vehicle emissions, pollution &resource consumption, more scope for recreation, greenspace,growing food
��Economic benefits—savings on infrastructure, reduced household transport costs, local economic vitality, increased property values, alternative to costly infrastructure and service provision on urban fringes
ObstaclesObstacles��Negative public perceptions, often of higher density,
may lead to opposition & costly delays��Developer and builder resistance to new trends,
increased cost of taller buildings ��Restrictive local government regulations and zoning ��Rising land values in TODs can squeeze out lower
income households ��Lack of balance between residential & commercial
uses threatens a viable, vibrant community ��Demand for park and ride facilities threaten walkability ��Lack of a stakeholder shared vision and collaboration
How to achieve TOD’s potential?How to achieve TOD’s potential?��A ‘Vision’ is essential, agreement on common goals, linking of
transport & housing policy at regional level ��Value genuine community consultation & consensus building to
avoid opposition & delays ��Forge partnerships between levels of government, developers,
not-for-profits, local people ��Embrace a comprehensive planning approach, employ leverage
to maximise public investment ��Enrich existing features, create diversity and choice, maintain a
‘people focus’, provide a wide range of services & amenities, keep it walkable
��Restrict car parking, ensure transit is excellent and varied
Refe ence :References:CORBETT, J. & ZYKOFSKY, P. (1996) Building Livable Communities: A
Policymaker's Guide to Transit—Oriented Development. Center For Livable Communities/ Local Government Commission, USA.
DITTMAR, H. & OHLAND, G. (Eds.) (2004) The new transit town: best practices in transit-oriented development, Washington DC. Island Press.
Sue Irvine is a PhD candidate in Planning at the School of Natural and Built Environments, University of South Australia. She is researching the locational aspects of lifetime affordable housing. March 2009. [email protected]
Light Rail Transit and surrounding TOD in Portland. The Transit Coalition LA 2008
‘‘Building near transit has been identified as one of the major Building near transit has been identified as one of the major ingredients in creating a “livable community”… places where ingredients in creating a “livable community”… places where
we enjoy living, working and playing.’we enjoy living, working and playing.’
One design puts people first, the other puts cars first...
Subiaco TOD, Perth - pedestrian & cycle friendly
Pedestrians, transit and cars can co-exist in an orderly, attractive way
LivableHouston
The New Transit Town, pp20-21
Building Livable Communities, p1
11
The�development�of�level�crossing�risk�index��Siti�Zaharah,�I.,�Yue,�W.L.�and�Sekhar,�S.V.C�
PhD�Candidate,�Institute�for�Sustainable�Systems�and�Technologies��Transport�Systems,�UniSA,�South�Australia,�5001�Australia�Senior�Lecturer,�Program�Director,�Institute�for�Sustainable�Systems�and�Technologies���Transport�Systems�,�UniSA�,�South�Australia,�5001�Australia�
Lecturer,�Division�of�Information�Technology,�Engineering�and�the�Environment,�UniSA,�South�Australia�5001�Australia�
Petri�nets�modelling�steps�
Introduction�Level�crossing�accidents�are�amongst�the�most�complex�issues�in�rail�safety,�due� to� its� unique� combinations�dealing�with� at� least� two�modes�of� trans�port.� The� functions� and� characteristics� of� the� two� components� and� their�corresponding� elements� represent� the� risk� at� level� crossings� locations.� In�this�research,�Petri�Nets�approach�will�be�applied� in�assisting�the�develop�ment� of� meaningful� model� and� risk� index� for� South� Australia� as� a� case�study.�
Objective�of�study�1.�To�determine�the�factors�effecting�safety�at�level�crossing—engineering�
factors,�human�factors�&�level�crossing�surrounding�environment�2.�To�developed�level�crossing�risk�index�for�South�Australia�
Approach�of�study�This�research�deals�with�a�formal�approach�based�on�Stochastic�Petri�nets.�This�approach�allow�combination�of�hardware,�software�and�hu�man�components�in�one�model.�Therefore�it�is�possible�to�determine,�for�example,�the�effect�of�failure�of�one�components�on�another�com�ponents.�The��qualitative�&�quantitative�analysis�can�also�be�analysed�at�the�same�time.��
Modelling�Tools�In�this�research,�the�Petri�nets�tool���tools�is�use�to�build�the�Petri�nets�model.�This�software�tool�is�suitable�for�creation�of�complex�models�and�for�analysing�of�their�deterministic�and�stochastic�temporal�behav�iour.���
Research�methodology�
Level�Crossing���Risk�Index�
South�Australia�case�study�� Approximately�1228�level�crossing�in�
South�Australia�Consisting�of;�� Active�crossing=�967�� Passive�crossing�=�261��
Conclusion�&�future�research�work��� Modelling�tool�—���Tools�allow�model�evaluation�using�Monte�Carlo�simu�
lation.���� Modelling�output—potential�accidents�obtained�should�be�realistic.�The�
result�will�be�compared�with�the�real�accident�data�&�ALCAM�model.��� The�model�will�be�tested�on�selected�locations�in�the�case�study�area.���� The�result�will�be�categorised�according�to�the�existing�characteristics�&�
parameters�considered�at�the�location,�and�level�crossing�risk�indices�for�South�Australia�will�be�developed.��
Build�into�Petri�nets�structure�using���Tools�
Outcomes�Potential�accident��
occurrence�Author�information�Siti�Zaharah�Ishak�is�a�PhD�Student�from�Institute�for�Sustainable�Sys�tems�and�Technologies—Transport�Systems,�University�Of�South�Aus�tralia.� She� received�a�Bachelor� in� Engineering� (Hons)�Civil� from�Uni�versiti�Teknologi�MARA,�Malaysia�and�a�MSc�in�Highway�and�Transpor�tation� Engineering� from� Universiti� Putra�Malaysia.� � She� is� currently�working�on�the�railroad�safety�engineering�studies.��
E�mail�:�[email protected]�
Acknowledgement;�This�PhD�study�was�funded�by:�
ALCAM��Database��
GIS�output�on�level�crossing��surrounding�environment�factors�considered�
Petri�nets�modelling�structure�
South�Australia�
12
The Research Field based research will use Chanticleer pear trees (Pyrus calleryana “Glen’s Form” Chanticleer) planted in winter 2009 in combination with three permeable pavement designs and a control of standard concrete block paving. Trees and soils will be monitored quarterly between 2009 and 2012. Soil moisture and soil oxygen levels will be used to compare conditions be-neath the permeable designs and the control; Tree growth will be analysed in relation to soil data. Root growth will be examined through par-tial non-destructive excavation during winter 2012.
Questions: ��How much water will permeable paving supply?��How much water can the soil store without compromising infrastructure foundations?��How will trees respond?�� ?
Integrating Natural and Built EnvironmentsIntegrating Natural and Built Environments
harnessing synergies between trees and civil infrastructureharnessing synergies between trees and civil infrastructure
Trees and footpaths don’t always make good Trees and footpaths don’t always make good neighbours. Conflicts can be hazardous, neighbours. Conflicts can be hazardous,
disruptive and expensive. disruptive and expensive.
The ProblemThe Problem The Solution?The Solution? Tree growth is responsive to environmental factors and is Tree growth is responsive to environmental factors and is largely predictable. Interactions between roots and largely predictable. Interactions between roots and infrastructure may therefore be manageable through treeinfrastructure may therefore be manageable through tree--sensitive urban design and innovative engineering practices.sensitive urban design and innovative engineering practices.
Permeable pavers may provide conditions which retard Permeable pavers may provide conditions which retard shallow root growth but encourage growth at depth, resulting shallow root growth but encourage growth at depth, resulting in increased clearances between roots and footpaths. in increased clearances between roots and footpaths. Balancing increased moisture infiltration with extraction by Balancing increased moisture infiltration with extraction by trees may result in improved tree health and longevity, trees may result in improved tree health and longevity, improved infrastructure stability, reduced infrastructure improved infrastructure stability, reduced infrastructure damage, and reduced discharge of stormwater and pollution damage, and reduced discharge of stormwater and pollution into receiving waters.into receiving waters.
Field trials of permeable pavement sections measuring 4m x Field trials of permeable pavement sections measuring 4m x 2m (shown below) will be constructed in winter 2009. 2m (shown below) will be constructed in winter 2009. Boreholes will enable monitoring of soil moisture and oxygen Boreholes will enable monitoring of soil moisture and oxygen levels at depths to 4m. A Callery pear (Pyrus calleryana) levels at depths to 4m. A Callery pear (Pyrus calleryana) sapling will be planted at each site. sapling will be planted at each site.
Permeable pavements will be tested against a control of Permeable pavements will be tested against a control of standard concrete block paving to determine influences on soil standard concrete block paving to determine influences on soil moisture and oxygen, tree growth and health. moisture and oxygen, tree growth and health.
Designs to be tested include an even 150mm deep permeable Designs to be tested include an even 150mm deep permeable base (above right) which is anticipated to produce an evenly base (above right) which is anticipated to produce an evenly distributed root growth pattern at depth, and permeable base distributed root growth pattern at depth, and permeable base materials formed into a swale (above left) which it is materials formed into a swale (above left) which it is anticipated may concentrate root growth parallel to kerbing anticipated may concentrate root growth parallel to kerbing and the footpath.and the footpath.
Soil conditions and tree growth will be monitored quarterly for Soil conditions and tree growth will be monitored quarterly for a period of three years. Roots will be examined following a period of three years. Roots will be examined following partial excavation after year three. partial excavation after year three.
Research title: Trees, Stormwater, Soil and Civil Infrastructure, Synergies Towards Sustainable Urban Design For a Changing Climate.
Research Supervisor: Dr. Donald Cameron BE, MEng, PhD , University of South Australia Co-Supervisor: Dr. Gregory Moore BSc.(Ed) BSc.(Hons), MBA, PhD , University of Melbourne
PhD Candidate: Tim Johnson DipHort (Arb), BAppSc, GDipAppSc, GDipOEd, GDipMgt. Working as a local government horticultural officer, regular exposure to the conflicts between green and grey infrastructure led to the development of this research project.
13
Case Study 1:West End Gasworks(Qld)
Site Background �� Industrial – Gas Production
Sources of Contamination�� Petroleum Hydrocarbons (TPH), Monocyclic
Hydrocarbons (BTEX), Polycyclic Aromatic
Hydrocarbons (PAH), Ammonia Sludge, Naphthalene,
Cyanide Waste and Phenolic Material
The Remediation Process�� Excavation of contaminated fill
�� Residual contamination remaining in-situ
Use of Institutional Controls�� Site Management Plan
Statutory Framework�� Environment Protection Act 1994 (Qld)
�� Integrated Planning Act 1997 (Qld)
Case Study 2:Pasminco Cockle CreekSmelter (NSW)
Site Background �� Industrial – Lead smelting operation
Sources of Contamination�� Heavy Metals i.e. Lead and Zinc
The Remediation Process�� Excavation of contaminated fill
�� Capped Containment Cell
Use of Institutional Controls�� Costs of maintenance of cell funded under strata
titles or community titles legislation
Statutory Framework�� Contaminated Land Management Act 1997 (NSW)
�� State Environment Planning Policy 55 (SEPP 55)
Australian Contaminated Sites Law and Policy Case Studies
Sally Legg
Case Study 4:West Melbourne Gasworks(Vic)
Site Background�� Industrial – Gas Production
Sources of Contamination�� Polycyclic Aromatic Hydrocarbons, Monocyclic
Aromatic Compounds, Heavy Metal, Cyanide, Sulphate,
Acidity and Ammonia
The Remediation Process�� Excavation of contaminated fill
�� Importation of fill
Use of Institutional Controls�� Site Management Plan
�� Conditions in Audit Report
Statutory Framework�� Environment Protection Act 1970 (Vic)
Case Study 3: Bassendean (WA)
Site Background �� Iron and Steel Foundry
�� Engineering and servicing workshop including
metal work and finishing activities
Sources of Contamination�� Heavy Metals
The Remediation Process�� Excavation and off-site Disposal
�� In-situ retention below a geotextile marker mesh and
under road reserves
Use of Institutional Controls�� Memorial on Certificate of Title
�� Classification lodged in database
Statutory Framework�� Contaminated Sites Act 2003 (WA)
14
Norfloxacin,an antibiotic
Fate and dynamics of Endocrine Disrupting Chemicals (EDCRs) and Pharmaceutically Active Compounds (PhACs) in the Soil EnvironmentPhD Candidate, Gareth Lewis; Principal Supervisor, Dr Albert Juhasz; Associate Supervisor, Dr Euan Smith.
H
O
H
H
H
H
CH3 O H
H
H
Waste products from urban and industrial activities pollute the Environment.
Adelaide Suburbs Sewage Industry Intensive Farming
Some pollutants, known as endocrine disrupting chemicals (EDCRs), in biosolids leach from amended land and can have adverse effects on aquatic biota.
Testis of male fish contain ovain otherwise normal testis tissue
17 �-estradiol, an EDCRproduced by female mammals
Antibiotics, are also present in biosolids and can potentially leach from biosolid-amended land to create an environmentin which multiple antibiotic resistant bacteria can develop.
The current research topic will study the fate, transport and potential biological impacts ofPhACs on the environment.
Results obtained will provide baseline data that can be used in future risk assessment processesassociated with biosolid–amendments of land in an Australian context.
EDCRs and antibiotics are collectively known as pharmaceutically active compounds (PhACs)
Adverse biological effect(s)
Biosolids, produced from sewage, and animal manure, from intensive farming, are applied to arable land as a fertilizer.
Application of biosolids to land
Urban and IndustrialActivities
Biosolidproduction
The ‘Feminization’ of fish
O
N
F
N
NH
O
O
H
CH3
(Cyranoski, D. (2001). Feminized fish encourageJapan to test pollution links. Nature 412, 668.)
15
Institute for
Transport Systemsand Technologies -Sustainable SystemsInstitute for “Sustainable Transport”
Sustainable Transport has recently become an important concern for transport and land-use planners. It is a concept developed in reaction to the consequences of visibly gone wrong transport and land-use policy and development over the second half of the past century – Urban transport systems that relied on personal vehicle, have proved unsustainable, consuming excessive energy, affecting the health and environment, and delivering a declining level of service despite increasing investments.
Motorcycle and Asian developing countries
Recently, a pre-study has been established. 9 travel surveydatabases undertaken in 8 mid-sized cities of Thailand,between 2003 and 2008, were taken into the analysis.Several statistic evidences from this study do help us toroughly picture how the relationship between motorcycleand Asian people looks like. In this poster, 4 evidences arepresented:
• The first chart (the pine chart) shows the average proportion of household car and motorcycle ownershipamong those mid-sized cities. Almost 90% of urbanhouseholds own at least 1 motorcycle.
• The second chart (the colour column chart) shows the proportion of trips made by various transport modes.Over 50% of trips are typically made by motorcycle whileless than 10% are made by public transit.
• The other 2 charts (on the green hatch) present somefindings from an attitude study on motorcycle in a mid-sized city in Thailand. Majority of people have a neutralto highly positive to using and owning motorcycle.
These imply a strong motorcycle dependency, and also the difficulty in changing traveller behaviour and introducinga more sustainable transport mode.
No it is not!
Neutral
Yes it
is!
A study to define possible way to introduce more sustainable transport systems into mid-sized cities of Asian developing countries. Conceptually, for the first step the reasons behind traveller behaviour and decision making need to be investigated using several approaches e.g. statistics, choice modelling and activity-based analysis. The further step is to define the strengths, weaknesses, opportunities and threats (SWOT) involved in each reason contributing MDE, and seeking for a point that we could potentially force people with a new policy and/or development strategy to introduce more sustainable transport system while reducing use of previous unsustainable systems. Stated Preference approach would play important role in this stage. A brief diagram of the study methodology is shown on the left hand side. This study chooses Thailand as the principle study area. A further study could be an extension of the study area to other Asian developing countries.
Attitudes on Motorcycle
A Pre-Study in Thailand
A Study for Sustainable Transport in Asian Mid-Sized Cities
No I don’t!
Neutral
Yes I d
o!
For more information, please contact:Researcher: Jaruwit PrabnasakSupervisor: Prof Michael TaylorEmail: [email protected]
Why mid-sized cities? It is the fact that over 60% of urban population in Asian developing countries lives in mid-sized cities (population of between 50k and 500k).Most previous studies in motorcycle dominant environments were however established in such large cities with multimillions population. We know there are manydiscrepancies between mid-sized and large cities that could contribute to different people behaviour and lifestyle. That means the policies as well as developmenttechniques suggested for those large cities perhaps do not fit to the mid-sized cities.
Motorcycle seems to be a signature of Asian developing countries!We all know that there is a massive use of motorcycles in most urbanareas of those countries, called Motorcycle Dominant Environment (MDE).Recent studies have affirmed that the great contributions of MDE could below-income, rapid urban expansion and deficiency of public transitservices. Although, the unique characteristic of motorcycle could fill upthose gaps and provide a lot of benefits to the owners under the condition,it also causes many serious transport issues. In which to develop‘Sustainable Transport’ in those countries, the impacts of motorcycle must be seriously taken into account.
Start with existing databases
Stated Choice Model
Test and improve policy/strategy
New policy/strategy
Stated Preference
Survey
General stat Activity-basedChoice model
Mixed-analysis
9 travel survey databases
State of the art knowledge
Define ‘unsolved problems’
< Research methodology >
“Assume you already have a car, do you wish to have another motorcycle?”
“Is the motorcycle an necessary thing for your household?”
< Household Vehicle ownership >
< Travel mode choices >
Car
Motorcycle
Public Tran
sit
Oth
ers
9.7%
53.2%
28.2%
8.9%
41%
48%7%
5%
Motorcycle Only
Car and Motorcycle
None
Car Only
43%
3% 3%
28%23%
46%
20%23%
6%5%
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Figure 2. Survey returns by suburb around Adelaide
“Citizen Science is a research methodology
where professional researchers engage the
public to collect data within a cooperative
framework of research and education”
Cooper, CB, Dickinson, J, Phillips, T, & Bonney, R (2007) Citizen science as a tool for conservation in residential ecosystems, Ecology and Society, Vol. 12, No. 2.
Case Study
What is Citizen Science? Scientists work to understand the complexities of the natural world. This endeavour often requires a great deal of data collection, but time and resource availability limit the data collection that scientists can do. One solution to this problem is to have more people collecting data, and this is where Citizen Scientists can assist. Members of the community can help further our understanding of the natural world by collecting data and submitting their findings.
Citizen Science is more than just data collection. In order for a research project to work properly, Citizen Scientists need adequate information about what they are studying and how to study it. So scientists must produce information for the community, to inform them about the project and the subject of the study. Additionally, scientists must provide feedback to participants once the results of the study are finalised, in order to
maintain the engagement of the Citizen Scientists.
There are many benefits of Citizen Science. Community members get a chance to inform scientists, and, in the process, learn more about their environment. Further, information gained through Citizen Science projects can change public perceptions of the natural world, promote interaction with nature, and engage the community in the management of natural resources. Scientists benefit from data collection over
a large area, or over a long period of
time. Data can also be
collected from areas that are
normally difficult to access, such as private
property, or at times when fieldwork is
sometimes challenging, such as at night-time.
Operation Possum is a Citizen Science project that has collected information about possums and how people interact with them in South Australia. With the support of local and regional radio through ABC 891 Adelaide, researchers from the Barbara Hardy Centre have been able to collect data from around the state. The public response to Operation Possum was tremendous. Over 2,300 surveys were completed via an online survey instrument over a three month period in 2008. Figures 1 and 2 show survey returns from towns and suburbs in South Australia.
Philip Roetman Barbara Hardy Centre, UniSA Supervisors: Prof. Chris Daniels
& Dr. Delene Weber [email protected]
Figure 1. Survey returns by town around South Australia
“Thankyou for creating this survey, and attempting to raise some awareness amongst the community” (survey respondent) 17
Macroscopic models represent travel movements with aggregate vehicle flows over a given time period, e.g. peak, off-peak or daily. Interactions between individual vehicles are largely ig-nored as traveller demands are estimated from socio-demographic and land-use data. Still, some output from macro level models can be useful as an input to micro level models ei-ther as a model calibration indicator or simply as a pure input to the modelling process. For example, travel demand origin-destination matrices produced by the macro level models are basic input to the microsimulation.
The microscopic modelling is based on a representation of de-tailed transport networks capturing individual vehicle move-ments, driver interactions as well as the operation of signalised intersections and multimodal interchanges. These models are capable of estimating traffic interaction dynamics and providing a more detailed expression of network operations in comparison to their macroscopic counterparts. Microsimulation software can simulate vehicle and engine responses to driver perceptions and reactions, the individual vehicles in road traffic and vehicle flows on a length of road or through an intersection. As the name sug-gests, microsimulation refers to the simulation of detailed road networks (individual vehicles). Microscopic models use a sto-chastic process for traffic modelling. This means that traffic con-ditions are simulated and variability is statistically built into the system. Therefore, for the same input data, a range of traffic conditions can result therefore better mimicking what occurs in the real world. Such variations are largely due to a mix of driver characteristics where, for example, some modelled drivers are more aggressive than others.
Traditional strategic-level macroscopic trans-port models based on static network equilib-rium are not able to incorporate many impor-tant aspects of dynamic traffic behaviour. When the need arises to gain more detailed assessment of transport networks and individ-ual vehicle interaction, microsimulation mod-elling is a more appropriate approach. Both macro and micro approaches have their own advantages and will continue to play impor-tant role in transportation modelling.Linking the strategic macro and micro level models enables a harmonious information ex-change. This ultimately improves the cost-effectiveness in the development, application and maintenance of both model types. Bridg-ing the two scales of modelling will greatly en-hance operational speed and the ability of both model types to forecast traffic conditions.
�
Macroscopic Models Microsimulation Models
Adelaide Strategic Model
3D representation of Adelaide CBD network
Model linking
Adelaide City microscopic model
Dashboard view
From Macro to Meso to Micro (from Barcelo, 2005)
Developing a traffic microsimulation model of Adelaide City area The traffic model was constructed using Paramics microsimulation software as it is considered to be one of the best of its type and has found widespread use with road agencies and consultants within Australia. The Application Programming Interface also allowed increased functionality for testing Intelligent Transport Systems (ITS) scenarios.
3-D simulation Microsimulation software commonly of-fers a three-dimensional interpretation of the results. This type of output is repre-sented as dynamic traffic movement in real time with the movie capturing capa-bility.
Linking Macro and Micro Traffic Models Branko Stazic - ISST - Transport Systems
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Travel Time Reliability for Selected Adelaide’s Corridors
What is Travel Time Reliability ? The data is the eight consecutive years travel time data for ten Adelaide’s corri-dors as shown in Fig-ure 3.
The travel time data were collected by us-ing GPS by The South Australian Department for Transport, Energy and Infrastructure (DTEI).
Travel time reliability is an important performance measure for not only the road users, the freight industry but also for the traffic planners.
The reliable travel time will : 1. Improve the traffic performance 2. Help the road user to select their preference departure time
by taking into account the unexpected delay during their trip 3. Help the road user to choose the reliable route 4. Help the freight industry to arrange their delivery time 5. Help the traffic planner to select proper policy in order to
improve traffic performance
Travel time reliability can be defined as the probability to finish a trip within specified time by taking into account the unex-pected delay.
According to Federal Highway Administration (2006) travel time reliability is the consistency or dependability in travel times, as measured from day-to-day and/or across different times of the day.
By acknowledging the travel time reliability and variability, the
How Important is it ?
How to measure it ?
Discussion and Findings
�� This study examines the ten selected corridors of the Ade-laide Road networks by using the eight consecutive years of travel time data.
�� From the data analysis, it is found that there were many differences in buffer time index results among the corridors and for some the differences are much larger than others.
�� In addition, the buffer time index might be not be enough to represent the travel time reliability due to the significant variability of the travel time
Conclusion
Susilawati, Institute for Sustainable Systems and Technologies, Transport Systems Michael Taylor, Institute for Sustainable Systems and Technologies Sekhar Somenahalli, School of Natural and Built Environments
By accounting the unexpected delay and to make sure that the travellers will not arrive late, travel time reliability measure the extra time which is needed to finish the trip
Travel time reliability measurement
The Planning Index
The Buffer Time Index
Source : Federal Highway Administration Report (2006)
Study Area
Buffer Time Index (BTI)
1. The Kensington Road corridor BTI in 2003 and 2004 are much higher than the others (reach almost 100%).
2. The Newton Road, and Semaphore Road give the similar pattern ( BTI are not exceed the 30 %).
3. The Port Road average BTI is about 20 % (the busiest)
Planning Index (PI)
1. the planning index for the Magill Road, South Rod and Port Road corridors are steadily increasing ,
2. For the Newton Road, Cross Road, and Sema-phore Road corridor, the planning indexes seem to be constant.
AcknowledgementThe authors would like to thank Department of Transport, Energy and Infrastructure of the Government of South Austra-lia for supplying the data used in this research.References : FHWA. (2006) Travel time reliability : making it there on time, all the time. Federal Highway Administration US DOT. Lomax, T., Schrank, D., Turner, S. & Institute, T.T. (2003) Selecting travel reliability meas-ures. Texas transportation institute Cambridge systematics Inc Recker, W., Chung, Y., Park, J., Wang, L., Chen, A., Ji, Z., Liu, H., Horrocks, M. & Oh, J.-S. (2005) Considering Taking Risk Behavior in Travel Time Reliability. Institute of Transportation Studies, University of California, Irvine
Biography
The author completed her Bachelor degree at Geomatics Engineering In Indonesia and had work experiences in GIS Applications. In 2006, She pursued her degree at the University of South Australia majoring in the Master of Transport Systems Engineering. Now she is working in her PhD research which study the travel time reliability of Adelaide road networks under the supervision of Prof Michael Taylor and Dr Sekhar Somenahalli.
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BackgroundCracking clay soils (Fig. 1) are present in South Australia’s arid rangelands. Shelters are limited in arid areas and cracking clays may provide refuge for arid-zone plants and animals (Fig. 2 and Fig. 3). These soils may be particu-larly important habitat for small mammals, including planigales (Planigalespp.) and threatened rodents (Read 1981; Brandle and Moseby 1999). Anec-dotally, it appears that where cracking clays are present, small mammals such as dunnarts (Sminthopsis spp.) exist in high numbers. Pastoralism (grazing) is the dominant commercial land use in the rangelands (Smyth & James 2004); it has been identified as a key threat to rangeland biodiversity (Pringle & Landsberg 2004).
Shelter properties of cracking clays: Shelter properties of cracking clays: implications for rangeland biodiversityimplications for rangeland biodiversity
Helen�Waudby,�School�of�Natural�and�Built�Environments,�University�of�South�Australia,�Mawson�Lakes�SA�5095,�Australia.�Email:�[email protected].��
MethodsCrack attributes such as depth, width, and length will be measured at grazed and less-grazed sites in order to define their physical structure. Data loggers will be used to determine the temperature buffering and humidity regulating role of cracks. They will be placed in selected cracks and programmed to record data over 24-hr periods, in different seasons. I will com-pare differences in shelter properties between cracks from grazed and less-grazed sites.
Expected outcomes Some of the anticipated outcomes of this research include increased understanding of:
�� the value of cracks as shelter for arid-zone biota; �� the impacts of pastoralism on what may be critical habitat; and, �� the role of cracking clays in biodiversity maintenance in the arid zone.
Fig. 3 Fat-tailed Dunnarts (Sminthopsis crassicaudata)may use cracks as shelter
I commenced a Ph.D. in Environmental Management after completing a Bachelor of Applied Science (Biodiversity, Environmental and Park Management) (Honours). I became interested in cracking clay soils while working as an Environmental Consultant in the South Australian rangelands.
Aims & research questions I aim to determine the shelter properties of cracking clays. My research questions are 1a) what is the role of cracks in temperature buffering and humidity regulation; 1b) how does this role affect crack shelter proper-ties; 1c) what is the effect of grazing on the shelter properties of cracking clays?
Fig. 1 Cracking clay soils in the arid zone
Fig. 2 Cracks may shelter seeds and seedlings
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Abstract The sources of uncertainty/vagueness in travel demand model are not only from the lack of information related to the parameters that the model tries to estimate but also due to the presence of qualitative/linguistic variables which are often occurred in human thinking. Fuzzy Set Theory (FST) is suggested can tackle the computation of such variables. Combined with other approach, in this case Artificial Neural Network (ANN), a hybrid approach is promoted to forecast intra city working trip distribution with trip length addressed as a fuzzy variable. FST is used to calculate the qualitative/fuzzy variables, while ANN is used to estimate the distribution of journey to work.
Fuzzy-Neuro for Trip Distribution Estimation
Gusri Yaldi1, Professor M A P Taylor2, Dr. Wen Long Yue3 1 PhD Candidate, ISST-Transport Systems
2 Director, Institute for Sustainable Systems and Technologies 3 Senior Lecturer, Program Director, ISST-Transport Systems
References Chen, S. J. and C. L. Hwang (1992). Fuzzy Multiple Attribute Decision Making. Lectures Notes in Economics and Mathematical Sys-tems, Pringer-Verlag. Ortuzar, J. d. D. and L. G. Willumsen (1994). Modelling transport. West Sussex, England, John Wiley & Sons Ltd. Teodorovic, D. and K. Vukadinovic (1998). Traffic Control and Transport Planning: A Fuzzy Sets and Neural Networks Approach. Mas-sachusetts, USA, Kluwer Academic Publisher.
Background Question 1 : What is the distance of your journey to work?
A. About 10 km C. Above 10 km B. Less than 10 km D. A, B and C are correct
Question 22 : How will you count “about 10 km”, “less than 10 km”, or “above 10 km”? By using FST approach, for example, Chen & Hwang (1992) method
Methodology 1. Define the ANN structure and properties (see figures below): 2. Define fuzzy variable/neuron on the input layer Number of layers, Learning Rate (LR), number of neurons for each 3. Define the method to convert fuzzy to crisp score layers (Trip Production/P, Trip Attraction/A, Trip Length/D 4. Convert the fuzzy variable/neuron to crisp score and Estimated Trip/Tij), initial connection weights (w), activation 5. Train, Validate and Test the Network Function, training goal , training algorithm, maximum iteration/epoch 6. Evaluate model performance
Research results Further study The experiment is currently ongoing. Initial results are: 1. Categorizing the distance into short and long and define the impacts 1. Both models perform at the same level on the model performance 2. Some constraints have not yet been fulfilled by both models 2. Modifying the model structure so that it can meet the constraints 3. Compared to traditional model (gravity model), both models have 3. Testing model with different data set to define the consistency of higher performance (up to 16%) proposed approach
Office Address: Transport Systems Centre, City East Campus Phone. 83021776 Email: [email protected]
Experience. The Difference. Experience. The Difference. Experience. The Difference. Experience. The Difference.
Question 33 : What is Artificial Neural Network? In short, it is a method that tries to mimic “human brain” in predicting future events by processing information transmitted from the adjacent input neurons and re-transmitted to the output neuron(s) Question 4 : Can FST and ANN be used together? Yes, and they are expected can have higher performance
Hints : The distance is a fuzzy variable because the following facts : 1. Most travellers would not know the exact distance travelled from origins and destinations 2. Each traveller starts to travel from different points within an origin zone to different points in the destination zone
Input layer Hidden layer Output layer wj-i
wk-j Goal (diff) = Act—For
LR
Common Neural Network Model Structure Proposed Neuro-Fuzzy Model
wj-i wk-j
There are still 3 neurons in input layer, however, the distance variable is now a Fuzzy neuron so that the vagueness in the distance can be captured
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