Separoh jalan (halfway)

The sign that marked the exact mid-point of the journey between Launceston and Hobart was located at the far side of the road in one of the overtaking lanes on the highway. The road that connected the two main towns in the state of Tasmania was full of overtaking lanes, special lanes that allowed drivers to pass others going in the same direction at slower speeds. Even though the north-south highway was wide and newly surfaced, there was only one lane in each direction. The passing lanes brought relief to a driver trapped behind a truck with a heavy load or who was in a hurry like Rusli that morning. He had only been in the southernmost Australian state for four months but had travelled back and forth between Launceston and Hobart nearly 20 times in a car belonging to the University of Tasmania where he worked. For some reason, he had never before noticed the marker which was only a knee-high sign with three sides. The one facing north to Launceston said H100 while the one facing south to Hobart said L100. Rusli had been hired as a lecturer for one academic year of about eight months to teach at the Indonesian programme at the university. Because Indonesian was the one language offered on both campuses, at least once a week Rusli had to drive from Launceston where he was appointed.

Promoting transportation cycling for women : the role of bicycle infrastructure

Objective.
Females are substantially less likely than males to cycle for transport in countries with low bicycle transport mode share. We investigated whether female commuter cyclists were more likely to use bicycle routes that provide separation from motor vehicle traffic.
Methods.
Census of cyclists observed at 15 locations (including off-road bicycle paths, on-road lanes and roads with no bicycle facilities) within a 7.4 km radius of the central business district (CBD) of Melbourne, Australia, during peak commuting times in February 2004.
Results.
6589 cyclists were observed, comprising 5229 males (79.4%) and 1360 females (20.6%). After adjustment for distance of the bicycle facility from the CBD, females showed a preference for using off-road paths rather than roads with no bicycle facilities (odds ratio [OR] = 1.43, 95% confidence interval [CI]: 1.12, 1.83), or roads with on-road bicycle lanes (OR = 1.34, 95% CI: 1.03, 1.75).
Conclusions.
Consistent with gender differences in risk aversion, female commuter cyclists preferred to use routes with maximum separation from motorized traffic. Improved cycling infrastructure in the form of bicycle paths and lanes that provide a high degree of separation from motor traffic is likely to be important for increasing transportation cycling amongst under-represented population groups such as women.

Do we challenge students enough? Model Solar vehicle project challenges potential engineers.

A major challenge to Australia and New Zealand is the perceived need to develop "knowledge economies" based on the expertise of university graduates,  especially engineers. However, many countries are finding less students are choosing to study engineering. At the same time, there is increasing concern about increased levels of greenhouse gases leading to global warming with species loss, rising sea levels and desertification being likely outcomes. Numerous competitions have been established aimed at attracting school students into science and engineering careers. Environmental groups have also sponsored educational activities to increase student awareness of alternative energy technologies. One activity which provides both a science and engineering challenge while also raising awareness of alternative energy and more efficient conversion of that energy for transport is the Model Solar Vehicle Challenge (MSVC). The Challenge, which provides a solar powered boat competition for younger students and a car race for the older ones, has involved thousands of Victorian school students since 1990 and students from all Australian states since 1993. Boats race in 2 or 3 lanes guided by an overhead wire in a 10 metre pool, and cars race 100 metres around a figure 8 track. Top boats average over 7 kph and cars reach speeds of 25 kph at the finish line. This paper will discuss the conduct of the Challenge, motivation of participants, the depth of learning which can be achieved and the effectiveness of the Challenge in encouraging students to continue with science subjects through school and to select engineering at university. It will also briefly discuss the lessons that can be learnt from the MSVC and applied to first year university courses.

Neighbourhood physical activity environments and adiposity in children and mothers : a three-year longitudinal study

Background Although neighbourhood environments are often blamed for contributing to rising levels of obesity, current evidence is based predominantly on cross-sectional samples. This study examined associations between objectively-measured environmental characteristics of neighbourhoods and adiposity cross-sectionally and longitudinally over three years in children and their female carers.

Methods Longitudinal study of 140 5-6 year-old and 269 10-12 year-old children and their female carers (n = 369). At baseline (2001) and follow-up (2004), height and weight were measured among children and self-reported among female carers, and were used to compute BMI z-scores and BMI, respectively. A Geographic Information System determined access to destinations (public open spaces, sports options, walking/cycling tracks), road connectivity (density of cul-de-sacs and intersections, proportion of 4-way intersections, length of 'access' paths (overpasses, access lanes, throughways between buildings)) and traffic exposure (length of 'busy' and 'local' roads) within 800 m and 2 km of home. Univariate and multivariable linear regression analyses examined associations between environmental characteristics and BMI/BMI z-scores at baseline and change in BMI/BMI z-scores over the three years.

Results Cross-sectionally, BMI z-score was inversely associated with length (km) of access paths within 800 m (b = -0.50) and 2 km (b = -0.16) among younger and number of sport/recreation public open spaces (b = -0.14) and length (km) of 'access' paths (b = -0.94) within 800 m and length of local roads within 2 km (b = -0.01) among older children. Among female carers, BMI was associated with length (km) of walking/cycling tracks (b = 0.17) and busy roads (b = -0.34) within 800 m. Longitudinally, the proportion of intersections that were 4-way (b = -0.01) within 800 m of home was negatively associated with change in BMI z-score among younger children, while length (km) of access paths (b = 0.18) within 800 m was significant among older children. Among female carers, options for aerobics/fitness and swimming within 2 km were associated with change in BMI (B = -0.42).

Conclusion A small number of neighbourhood environment features were associated with adiposity outcomes. These differed by age group and neighbourhood scale (800 m and 2 km) and were inconsistent between cross-sectional and longitudinal findings. However, the results suggest that improvements to road connectivity and slowing traffic and provision of facilities for leisure activities popular among women may support obesity prevention efforts.

Gender differences in recreational and transport cycling : a cross-sectional mixed-methods comparison of cycling patterns, motivators, and constraints

Background
Gender differences in cycling are well-documented. However, most analyses of gender differences make broad comparisons, with few studies modeling male and female cycling patterns separately for recreational and transport cycling. This modeling is important, in order to improve our efforts to promote cycling to women and men in countries like Australia with low rates of transport cycling. The main aim of this study was to examine gender differences in cycling patterns and in motivators and constraints to cycling, separately for recreational and transport cycling.

Methods
Adult members of a Queensland, Australia, community bicycling organization completed an online survey about their cycling patterns; cycling purposes; and personal, social and perceived environmental motivators and constraints (47% response rate). Closed and open-end questions were completed. Using the quantitative data, multivariable linear, logistic and ordinal regression models were used to examine associations between gender and cycling patterns, motivators and constraints. The qualitative data were thematically analyzed to expand upon the quantitative findings.

Results
In this sample of 1862 bicyclists, men were more likely than women to cycle for recreation and for transport, and they cycled for longer. Most transport cycling was for commuting, with men more likely than women to commute by bicycle. Men were more likely to cycle on-road, and women off-road. However, most men and women did not prefer to cycle on-road without designed bicycle lanes, and qualitative data indicated a strong preference by men and women for bicycle-only off-road paths. Both genders reported personal factors (health and enjoyment related) as motivators for cycling, although women were more likely to agree that other personal, social and environmental factors were also motivating. The main constraints for both genders and both cycling purposes were perceived environmental factors related to traffic conditions, motorist aggression and safety. Women, however, reported more constraints, and were more likely to report as constraints other environmental factors and personal factors.

Conclusion
Differences found in men’s and women’s cycling patterns, motivators and constraints should be considered in efforts to promote cycling, particularly in efforts to increase cycling for transport.

The elimination race in track cycling : patterns and predictors of performance

The track cycling Omnium is a multi-event competition that has recently been expanded to include the Elimination Race (ER), which presents a unique set of physical and tactical demands. The purpose of this research was to characterise the performance attributes of successful and unsuccessful cyclists in the ER, that are also predictive of performance. Video recordings of four international level ERs were analysed. The performance attributes measured related to the cyclists’ velocity and two dimensional position in the peloton. The average velocity of the peloton up to lap 30 (of 50) was relatively high and consistent (52.2±1.5 km/h). After lap 30, there was a significant (p<0.001) change in velocity (49.9±2.4 km/h), characterised by more fluctuations in lap-to-lap velocity. Successful ER cyclists adopted a tactic of remaining in the middle of the peloton, in the lower lanes of the velodrome, thus avoiding the risk of elimination at the rear and the extra effort required to remain on the front of the peloton. Unsuccessful cyclists tended to reside in the rear and upper (higher) portions of the peloton, risking elimination more often and having to ride faster than those in the lower lanes of the velodrome. The physiological demands of the Elimination Race that are determined by velocity, vary throughout the Elimination Race and the pattern of movement within the peloton is different for successful and unsuccessful cyclists. The findings of the present study may confirm some aspects of race tactics that are currently thought to be optimal, but they also reveal novel information that is useful to coaches and cyclists who compete in the Elimination Race.

Rematerialising heritage

The Rocks is one of Sydney’s premier tourist locations; its identity largely founded on the perception of it as a historically significant site. This perception is steeped in complex notions of the ‘authentic tourist experience offered at The Rocks, which arguably originates from the retention of some of the early streets and architectures of the area. However, implicit in the act of retention is also the act of deletion. Throughout the area of The Rocks, gaps exist. These are the spaces where buildings, houses, outhouses, lanes and indeed whole streets have been eradicated to make way for urban progress or to redefine areas of the city according to political or economic aims. Heritage here is constructed, not only from that which is retained and preserved but also from that which is deleted and destroyed. This paper seeks to examine the fate of one particular street in the Rocks – Princes Street – that was eradicated in 1927 to make way for the Sydney Harbour Bridge. The physical demolition of the street and subsequent erasure of any material sign of it has effectively allowed the street to disappear. The predominant historical narrative that results reveals the extent to which current notions of the past are fundamentally understood through the existence of the material artefact. Yet this paper argues that definitions of the past can be drawn, not only from the material or architectural object that operates as historical proof but also from the social, performative and touristic acts that might be undertaken around the object, the architecture or even its representation.