Residential housing and the green agenda

Australia’s residential development industry is at least superficially embracing environmental and sustainability issues in urban design. Rapidly emerging use of recycled water, lower impact outfalls, the use of roof water and water sensitive design for both housing and landscapes are all trends of interest to the property profession. There is particular interest in the cost of meeting end-user, local Government, State Government and development industry expectations for a green agenda for the residential sector.

Roofing that generates electricity and heat

Integrating solar energy devices with building products is a rapidly growing market in the building industry. The aim is to make solar devices that integrate into a standard facade, window, roof tile, membrane roof or long run roof. These serve as weatherproofing for a building and also generate electrical and thermal energy.

Convection suppression in an attic shaped enclosure

In recent times there has been growing interest in the integration of solar collectors, for water heating, into the façade of buildings. However, the design methodology of these devices remains largely the same as typical “stand-alone” collectors. As such it is still common for materials with a high thermal resistance to be used for insulating the rear surface of these collectors.

Unlike a “stand-alone” solar collector that is exposed to the atmosphere at all faces; a building integrated system allows the opportunity for air to act as an insulator at the rear surface of the solar collector. The use of convection suppression devices has been widely discussed in the literature as a means of reducing natural convection heat loss from the front surface of glazed solar collectors. However in this study the use of baffles in an attic was examined as a means of suppressing heat loss by natural convection from the rear surface of a roof-integrated solar collector. The aim of the study was to examine whether the use of baffles would allow the cost of building integrated collectors to be reduced by removing the cost of insulating material.

To determine the effect of baffles in the attic space at the rear surface of the collector, a 3-dimensional triangular cross sectioned enclosure with a vertical aspect ratio of 0.5 and a horizontal aspect ratio of 3.3 was modelled. The flow patterns and heat transfer in the enclosure were determined for Grashof Numbers in the range of 106 to 107 using a commercially available finite volume CFD solver.
It was found that the use of a single adiabatic baffle mounted vertically downwards from the apex, and extending the length of the enclosure, would alter the flow such that the heat transfer due to natural convection was reduced with respect to the length of the baffle.

Furthermore, it was observed that a series of convection cells, not previously reported in the literature, appeared to exist along the length of the enclosure. As such, it may be possible to derive additional benefit in reducing the heat transfer by adding lateral baffles in addition to the single longitudinal baffle modelled in this study.

The feasibility of a sustainable energy, driver-only electric commuter vehicle for New Zealand

This paper investigates whether low technology driver-only, battery electric commuter vehicles are feasible for New Zealand. Personal passenger transport faces several challenges in the coming decades: depletion of cheap oil reserves, increasing congestion, localised pollution, the need for reduced carbon emissions and the long term goal of sustainability. One way of solving some of these problems could be to introduce low cost, comfortable, energy efficient, driver-only electric vehicles. These would still give the driver a weatherproof, safe and comfortable means of commuting, but at a fraction of the energy and running costs of conventional petrol/diesel cars. To help assess their viability, the performance and energy use of the E-POD electric commuter vehicle is used as a benchmark. The work shows that such a vehicle could be made cheaply, using readily available technology with a range of 180km and a top speed of over 90km/h. The chassis could be made from natural fibre composite materials that might reduce significantly the embedded energy required for its manufacture. The electricity taken from the grid to charge the batteries could be replaced by electricity generated from grid connected photovoltaic panels mounted on the garage roof of the vehicle owner.

Ventilation research on Australian residential construction

This paper applies established and new testing methods to discover the ventilation performance of various residential building envelope constructions in Australia. Under the definition of 'ventilation performance' we imply the building envelope leakage (or infiltration) of the living space air change rates, the volumetric flow rates and the pathways of air flow between subfloor, living and roof spaces. All of the methods applied and discussed here are on-site, evidence-based performance of actual structures as tested by the Mobile Architecture and Built Environment Laboratory and Air Barrier Technologies. The testing processes primarily involve the Tracer Gas Decay Method (TGDM) and rhe fan pressurisation method (FPM a.k.a 'blower door'). All the measurements are performed with respect to the external wind speed and direction as well as the typical weather parameters. This paper discusses the differences and similarities of both testing methods as well as several other testing procedures that can inform the researcher on air leakage pathways. Findings of a simultaneous TGDM and FPM air leakage rate comparison are also encountered in this paper. One of the most informative testing methods, is the application of three different tracer gasses introduced into different spaces (subfloor, living and roof) to discover pathways of air flow within residential construction.

A question of continuing control -balancing building quality of housing and building codes

The Building Code of Australia seeks to establish “nationally consistent, minimum necessary standards of relevant, health, safety (including structural safety and safety from fire), amenity and sustainability objectives efficiently”. These goals are laudable – but where are the goals of quality and maintenance, which are also an essential part of achieving adequate and continuing health and safety for the built environment?

Defects such as dampness, settlement and cracking, staining, wood rot, termite damage, rusting, and roof leakage are common enough to suggest that there are still issues with building quality in housing. They are caused by a combination of initial poor workmanship and poor quality materials and latterly by poorly executed or inadequate maintenance.

Local architecture, developed over many years of trial and error, produce buildings linked to their climate and local materials (think of the typical “Queenslander” house). Today’s architecture imports technologies and materials from many differing countries and climates – that are not necessarily suitable for the location, nor is there necessarily the same quality control over the material quality and production. Inappropriate use and inadequate understanding of new materials and techniques can lead to the generation of further defects.

Whilst the building code contains provisions for initial-build material quality and workmanship, there is no continuing control over a house over its life span. Reliance is placed on advertising the need, for example, to employ qualified tradespeople; replace batteries in smoke detectors; and other good advice to help maintain housing to a minimum standard. Is this sufficient?

Mechanisms to make the transfer of knowledge to those who need to use it – be it the workforce or the houseowner – need to be improved. Should the building code be more visual and accessible in it’s content? Should the building code include provisions for maintenance? Should the building code require every house to have a “users manual” – much like a car? An extensive review of literature identifies the scale of the problem of poor quality housing and highlights some suggested causes – inadequate knowledge of the BCA by general housebuilders being one. However little work has been done to investigate what could be done to improve the situation. This work suggests that improvements to knowledge transfer would improve the quality of housing and a model of the knowledge transfer process is proposed, identifying those areas where the knowledge flows need to occur that would impact both the builders and users of housing.

Costs of Silver Gulls Larus novaehollandiae in an urban environment

Silver Gull economic impacts were evaluated during 1998 to 2003 in the Greater Melbourne area. Roof nesting and roosting created substantial problems. Annual cost for cleaning, maintenance, damage, repairs and mitigation was $3,570,000. Roof corrosion was $0.9 million. Reducing anthropogenic food availability is the key to reducing problems.

Alternative water strategies in public domains : innovative strategies in progress along North Terrace, Adelaide

Water sensitive design on our urban threshold is increasingly becoming topical. In Adelaide it is being driven by stormwater management strategies and economic efficiencies in a city that is beginning to embrace its Mediterranean environment, low water sustainability, and whether our showpiece public domains in Adelaide can afford large expanses of manicured lawns.

This paper reviews four projects in progress along the North Terrace in Adelaide. The first involves a major redesign of First Creek as it traverses Adelaide Botanic Garden to address stormwater management issues. The redesign includes strategies to control flash flooding, to cleanse stream water from pollutants, and to carefully incorporate a wetland system as an integral botanical and horticultural feature of a botanic garden. Further down North Terrace, the University of Adelaide is evaluating a scenario that will totally redesign Goodman Crescent, its picture-postcard promenade lawn. The scenario is to host an integrated water retention and water purification and cleansing system that will service independently of mains water an irrigation system and a waterfall. The proposal draws upon a similar strategy recently adopted by the South Australian Museum to capture and cleanse surface and roof water but place the installation and process on display as part of its overall biodiversity museum display that will unfold over the next five years under director Tim Flannery. The fourth example, in process at present, is to devise an integrated water system that may enable the Government House grounds to remove itself from dependence upon costly mains water to totally sustain its extensive gardens and lawns.

Importantly each project has similar threads: creative water maximization and purification use, and a desire to place these ‘installations’ on display as public statements of their commitment to water sustainability in Adelaide. But radically, here are four prominent cultural institutions readily willing to redefine the notion and traditional visual imagery of a ‘wetland’ on what is the main cultural boulevard of a capital city.

The foldable 'Ottenby' walk-in trap : a handy and efficient wader trap for expedition conditions

We describe the history, construction, and use of a portable walk-in wader trap (i.e., modified Ottenby trap) designed to be used in field expedition conditions. It is rectangular-shaped, 120 × 41 × 32 cm when operational, weighs between 1.5 and 2 kg (depending on materials used) and can be folded flat for easy transportation. It consists of several metal frames filled with fishing net, and has a netted roof attached by an elastic chord. Traps are placed either singly or in groups, with the optimal trapping situation occurring when birds are feeding along some kind of leading line such as the edge of a estuary, lake, or other water body. The trap is highly efficient for waders up to around 100 g, but is also suitable for ground-feeding passerines.

Pneumatic vehicle

A pneumatic vehicle is provided with a first sub-assembly with a chassis, part of the vehicle body, a pair of B-pillars, a pair of rear rails, wheels, an elongate aluminum compressed load bearing air tank oriented longitudinally in the chassis, side panels connected to the tank and the wheels, a heat exchanger to heat the compressed air, and an air motor driven by the heated, compressed air and connected to a wheel. A ventilation system has a restrictive solenoid valve for directing air to the heat exchanger. The air tank is provided with a carbon filament reinforced plastic layer, and a fiberglass and aramid-fiber layer. A second sub-assembly includes part of the vehicle body bonded to the first-sub-assembly using a structural adhesive, a pair of A-pillars, and a pair of roof rails. Seating includes inflatable components for adjustment.

CHASSIS FOR PNEUMATIC VEHICLE

A pneumatic vehicle is provided with a first sub-assembly with a chassis, part of the vehicle body, a pair of B-pillars, a pair of rear rails, wheels, an elongate aluminum compressed load bearing air tank oriented longitudinally in the chassis, side panels connected to the tank and the wheels, a heat exchanger to heat the compressed air, and an air motor driven by the heated, compressed air and connected to a wheel. A ventilation system has a restrictive solenoid valve for directing air to the heat exchanger. The air tank is provided with a carbon filament reinforced plastic layer, and a fiberglass and aramid-fiber layer. A second sub-assembly includes part of the vehicle body bonded to the first-sub-assembly using a structural adhesive, a pair of A-pillars, and a pair of roof rails. Seating includes inflatable components for adjustment.

BODY FOR PNEUMATIC VEHICLE

A pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis supporting an air tank. The second sub-assembly has part of the vehicle body and is bonded to the first-sub-assembly using a structural adhesive. Another pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis, air tank, part of the vehicle body, a pair of B-pillars, and a pair of rear rails. The second sub-assembly has a part of the vehicle body, a pair of A-pillars, and a pair of roof rails. A vehicle seat is provided with a seat base and upright seat back providing a seating area. A bladder located in the central region of the seating area inflates to provide two bucket seats, and deflates to provide a bench seat. The vehicle seat also has inflatable inserts to provide cushioning.

PNEUMATIC VEHICLE

A pneumatic vehicle is provided with a first sub- assembly with a chassis, part of the vehicle body, a pair of B-pillars, a pair of rear rails, wheels, an elongate aluminum compressed load bearing air tank oriented longitudinally in the chassis, side panels connected to the tank and the wheels, a heat exchanger to heat the compressed air, and an air motor driven by the heated, compressed air and connected to a wheel. A ventilation system has a restrictive solenoid valve for directing air to the heat exchanger. The air tank is provided with a carbon filament reinforced plastic layer, and a fiberglass and aramid-fiber layer. A second sub-assembly includes part of the vehicle body bonded to the first-sub-assembly using a structural adhesive, a pair of A-pillars, and a pair of roof rails. Seating includes inflatable components for adjustment.

Numerical investigation of natural convection inside complex enclosures

In this article, the analyses of heat transfer and free convective motion have been carried out numerically for various structures. The solution is based on a finite element method with the frontal solver to examine the flow parameters and heat transfer characteristics. Several dome configurations--such as flat, inclined, and dome shapes--are considered for the top of the enclosure. A general conic equation is considered to represent the dome as circular, elliptical, parabolic, or hyperbolic shape. The findings from this study indicate that the convective phenomenon is greatly influenced by the shape of the top cover dome and tends to form a secondary core even at a moderate Rayleigh number when compared with an equivalent rectangular enclosure. In addition, the circular and elliptical shapes of the dome give higher heat transfer rate. The effect of various "offset" of the dome and inclined roof on convective heat transfer is also found to be quite significant. However, beyond 0.3 of offset of the top cover for the dome and inclined roof, the change in overall heat transfer rate is minimal. The heat transfer coefficients of dome shaped and inclined roof enclosures are given and discussed.

An energy-autonomous home in Melbourne - myth or reality?

Energy-autonomous buildings are possible. Completely energy self-sufficient houses can be found, for example, in Europe. If it is possible to cover the entire energy demand of a household from only renewable energy generated on site in a central European climate, what is required in a temperate climate, typical of southern Australia? This paper describes an investigation to broadly assess the technical, practical and financial feasibility of energy-autonomy for a hypothetical suburban house in Melbourne, Victoria. The findings firstly demonstrate the importance of reducing energy demand by using passive solar building strategies and energy efficient appliances to reduce demand to a reasonable level. The paper then discusses four scenarios and combinations of technologies to meet this reduced demand. The three scenarios which give energy autonomy increase the capital cost of a typical house by between 15% and 3%, and there would be insufficient roof area to accommodate the solar technologies required in two of the scenarios investigated. It is therefore concluded that while the goal of energy autonomy is technically feasible, it is not likely to be financially or practically acceptable. A fourth scenario of an energy-exporting house was also investigated and is shown to be a much more attractive option.