Infrastructure development using alliances : lessons and observations

This research provides a deeper insight into the performance of Alliances for the construction of road, rail and water projects. The results review 18 public infrastructure projects across Australia that utilized the Alliance form of procurement. The results were based on interviews which addressed the most important management issues impacting on the performance of Alliances. The respondents were selected from a sample of members of the Alliance Leadership Teams (ALT) and the Alliance Management Teams (AMT) that had recently completed a range of infrastructure projects. Results revealed that communication and trust between the ALT and AMT teams was a major issue that impacted on the effectiveness of the Alliance. Further, the research identified several factors that are necessary preconditions for the Alliance to be successful. The study reported on the perceived performance of Alliances to deliver in the key areas that was identified by the client organizations prior to commencement of the project. There are an increasing number of international organizations contemplating construction projects using “Alliancing”. The results of this paper will assist clients in making more informed decisions about the possibility that this form of procurement will be effective in meeting the needs of the project and its stakeholders.

Developing infrastructure projects using alliances

This research provides a deeper insight into the performance of alliances for the construction of road, rail and water projects. The principle objective of alliances is to align team member expectations so that they work together for the benefit of the project. To date, this has been a challenge, and as such this makes alliances an innovative approach to procurement of infrastructure. The paper reports on a survey of 18 public infrastructure projects across Australia that utilized the alliance form of procurement. The results were based on alliance team interviews, which addressed the most critical management issues impacting on the performance of process. The research identified a sample of stakeholders form alliance leadership teams (ALT) and the alliance management teams (AMT) that had recently completed a major infrastructure projects. Results revealed that communication and trust between the ALT and AMT teams was a major issue that impacted on the effectiveness of the alliance. Furthermore, the research identifies several key factors that were necessary preconditions for successful alliances.

Suicide among male road and rail drivers in Australia: A retrospective mortality study

Objectives: This paper aims to describe the epidemiology of suicide among males employed in driving occupations (road and rail) compared to other male occupations in Australia. Methods: Suicide cases among road and rail drivers were extracted from a national dataset of occupationally coded suicide cases for the period 2001 to 2010. Suicide rates per 100 000 were calculated and standardised using the Australian standard population (2001). Incidence rate ratios (IRR) with 95% confidence intervals were calculated using Mantell Haenszel rates and compared to all employed suicide cases. Results: The majority of suicides in this occupational category occurred in truck drivers, followed by road and rail drivers. 98% of these suicides were among males; hence only males were included in further analyses. The age-standardised rate of male suicide among Road and Rail drivers over the period 2001 to 2010 was 22.6 per 100 000 (95% CI 19.2 to 25.9). The IRR of suicide in this occupational group compared to other male occupations was 1.42 (95% CI 1.26 to1.60). Conclusions: Suicide among Road and Rail drivers is higher than in the other male occupations. Suicide prevention initiatives addressing these risk factors, while also providing access to treatment for those at risk, are clearly needed.

Access to alcohol outlets and harmful alcohol consumption : a multi-level study in Melbourne, Australia

Aims To assess the association between access to off-premises alcohol outlets and harmful alcohol consumption.
Design, setting and participants Multi-level study of 2334 adults aged 18–75 years from 49 census collector districts (the smallest spatial unit in Australia at the time of survey) in metropolitan Melbourne.
Measurements Alcohol outlet density was defined as the number of outlets within a 1-km road network of respondents’ homes and proximity was the shortest road network distance to the closest outlet from their home. Using multi-level logistic regression we estimated the association between outlet density and proximity and four measures of harmful alcohol consumption: drinking at levels associated with short-term harm at least weekly and monthly; drinking at levels associated with long-term harm and frequency of consumption.
Findings Density of alcohol outlets was associated with increased risk of drinking alcohol at levels associated with harm. The strongest association was for short-term harm at least weekly [odds ratio (OR) 1.10, 95% confidence interval (CI) 1.04–1.16]. When density was fitted as a categorical variable, the highest risk of drinking at levels associated with short-term harm was when there were eight or more outlets (short-term harm weekly: OR 2.36, 95% CI 1.22–4.54 and short-term harm monthly: OR 1.80, 95% CI 1.07–3.04). We found no evidence to support an association between proximity and harmful alcohol consumption.
Conclusions The number of off-premises alcohol outlets in a locality is associated with the level of harmful alcohol consumption in that area. Reducing the number of off-premises alcohol outlets could reduce levels of harmful alcohol consumption.

Does the choice of neighbourhood supermarket access measure influence associations with individual-level fruit and vegetable consumption? A case study from Glasgow

Background
Previous studies have provided mixed evidence with regards to associations between food store access and dietary outcomes. This study examines the most commonly applied measures of locational access to assess whether associations between supermarket access and fruit and vegetable consumption are affected by the choice of access measure and scale.

Method
Supermarket location data from Glasgow, UK (n = 119), and fruit and vegetable intake data from the 'Health and Well-Being' Survey (n = 1041) were used to compare various measures of locational access. These exposure variables included proximity estimates (with different points-of-origin used to vary levels of aggregation) and density measures using three approaches (Euclidean and road network buffers and Kernel density estimation) at distances ranging from 0.4 km to 5 km. Further analysis was conducted to assess the impact of using smaller buffer sizes for individuals who did not own a car. Associations between these multiple access measures and fruit and vegetable consumption were estimated using linear regression models.

Results
Levels of spatial aggregation did not impact on the proximity estimates. Counts of supermarkets within Euclidean buffers were associated with fruit and vegetable consumption at 1 km, 2 km and 3 km, and for our road network buffers at 2 km, 3 km, and 4 km. Kernel density estimates provided the strongest associations and were significant at a distance of 2 km, 3 km, 4 km and 5 km. Presence of a supermarket within 0.4 km of road network distance from where people lived was positively associated with fruit consumption amongst those without a car (coef. 0.657; s.e. 0.247; p0.008).

Conclusions
The associations between locational access to supermarkets and individual-level dietary behaviour are sensitive to the method by which the food environment variable is captured. Care needs to be taken to ensure robust and conceptually appropriate measures of access are used and these should be grounded in a clear a priori reasoning.

Glaucoma and on-road driving performance

PURPOSE. To investigate the on-road driving performance of patients with glaucoma.

METHODS. The sample comprised 20 patients with glaucoma and 20 subjects with normal vision, all licensed drivers, matched for age and sex. Driving performance was tested over a 10-km route incorporating 55 standardized maneuvers and skills through residential and business districts of Halifax, Nova Scotia, Canada. Testing was conducted by a professional driving instructor and assessed by an occupational therapist certified in driver rehabilitation, masked to participant group membership and level of vision. Main outcome measures were total number of satisfactory maneuvers and skills, overall rating, and incidence of at-fault critical interventions (application of the dual brake and/or steering override by the driving instructor to prevent a potentially unsafe maneuver). Measures of visual function included visual acuity, contrast sensitivity, and visual fields (Humphrey Field Analyzer; Carl Zeiss Meditec, Inc., Dublin, CA; mean deviation [MD] and binocular Esterman points).

RESULTS. There was no significant difference between patients with glaucoma (mean MD = −1.7 dB [SD 2.2] and −6.5 dB [SD 4.9], better and worse eyes, respectively) and control subjects in total satisfactory maneuvers and skills (P = 0.65), or overall rating (P = 0.60). However, 12 (60%) patients with glaucoma had one or more at-fault critical interventions, compared with 4 (20%) control subjects (odds ratio = 6.00, 95% CI, 1.46–24.69; higher still after adjustment for age, sex, medications and driving exposure), the predominant reason being failure to see and yield to a pedestrian. In the glaucoma group, worse-eye MD was associated with the overall rating of driving (r = 0.66, P = 0.002).

CONCLUSIONS. This sample of patients with glaucoma with slight to moderate visual field impairment performed many real-world driving maneuvers safely. However, they were six times as likely as subjects with normal vision to have a driving instructor intervene for reasons suggesting difficulty with detection of peripheral obstacles and hazards and reaction to unexpected events.

Regulation to create environments conducive to physical activity : understanding the barriers and facilitators at the Australian State Government level

Introduction Policy and regulatory interventions aimed at creating environments more conducive to physical activity (PA) are an important component of strategies to improve population levels of PA. However, many potentially effective policies are not being broadly implemented. This study sought to identify potential policy/regulatory interventions targeting PA environments, and barriers/facilitators to their implementation at the Australian state/territory government level.

Methods In-depth interviews were conducted with senior representatives from state/territory governments, statutory authorities and non-government organisations (n = 40) to examine participants': 1) suggestions for regulatory interventions to create environments more conducive to PA; 2) support for preselected regulatory interventions derived from a literature review. Thematic and constant comparative analyses were conducted.

Results Policy interventions most commonly suggested by participants fell into two areas: 1) urban planning and provision of infrastructure to promote active travel; 2) discouraging the use of private motorised vehicles. Of the eleven preselected interventions presented to participants, interventions relating to walkability/cycling and PA facilities received greatest support. Interventions involving subsidisation (of public transport, PA-equipment) and the provision of more public transport infrastructure received least support. These were perceived as not economically viable or unlikely to increase PA levels. Dominant barriers were: the powerful ‘road lobby’, weaknesses in the planning system and the cost of potential interventions. Facilitators were: the provision of evidence, collaboration across sectors, and synergies with climate change/environment agendas.

Conclusion This study points to how difficult it will be to achieve policy change when there is a powerful ‘road lobby’ and government investment prioritises road infrastructure over PA-promoting infrastructure. It highlights the pivotal role of the planning and transport sectors in implementing PA-promoting policy, however suggests the need for clearer guidelines and responsibilities for state and local government levels in these areas. Health outcomes need to be given more direct consideration and greater priority within non-health sectors.

Indigenous knowledge and climate change : the Wathaurong and Gadubanud narrative for the Great Ocean Road region

For more than forty thousand years Aboriginal people of Australia have been confronted with major climate, ecological and geological changes as well as annual seasonal variations. Many of these changes have been captured in the cultural traditions of Maar (the people) of the south-west Victorian coast and the knowledge has been transferred from generation to generation through Dreaming stories. Many Dreaming stories recount the forming of the coastal landscape and Sea Country. Weather patterns and climate change were gauged by the occurrence of natural events such as the tidal changes, sea level rise, landscape changes, behaviour of animals, and the availability of food sources. Can this ancient knowledge provide answers for adaptation and resilience to a rapid changing climate? Drawing upon recent literature on coastal climate change in the Great Ocean Road Region (GORCC, 2012), literature review of indigenous environmental planning (Kooyang Sea Country Plan, 2004), and investigation of settlement patterns of the Wathaurong and Gadubanud people, this paper reviews the changes in the landscape due to climate change and explores traditional knowledge as input to a potential design based adaptation model for coastal settlements of the Great Ocean Road Region.

Vehicle motion simulators, a key step towards road vehicle dynamics improvement

Real road vehicle tests are time consuming, laborious, and costly, and involve several safety concerns. Road vehicle motion simulators (RVMS) could assist with vehicle testing, and eliminate or reduce the difficulties traditionally associated with conducting vehicle tests. However, such simulators must exhibit a high level of fidelity and accuracy in order to provide realistic and reliable outcomes. In this paper, we review existing RVMS and discuss each of the major RVMS subsystems related to the research and development of vehicle dynamics. The possibility of utilising motion simulators to conduct ride and handling test scenarios is also investigated.

Challenges for sport development: women's entry level cycling participation

Sport participation is an issue of relevance to sport managers, yet it is an often-neglected area of sport management research. Cycling is a particularly complex form of participation to examine given its many formats, including sport, recreational and commuter cycling, and the multifaceted nature of the cycling landscape involving a broad range of stakeholders. In Australia, women are underrepresented in cycling participation and membership (Australian Bureau of Statistics, 2012; Cycling Australia, 2014), yet women show an interest in cycling training courses. The present paper explores motivations, supports and constraints reported by a group of entry-level female cyclists who participated in a training programme accredited by AustCycle, an initiative led by Cycling Australia. We draw on a health and sport development driven framework, informed by social ecological theory (Rowe et al., 2013), and suited to examining the issue of women's cycling participation in Australia. Results show that a range of individual characteristics, and factors within the social and physical environment, were perceived by study participants as barriers to participation. Of these, skill level, confidence, traffic/road conditions, and social support networks held particular relevance. Participants also discussed specific cycling barriers and supports of relevance to certain forms of cycling. Preliminary insights into perceptions held by a group of entry-level female cyclists highlight overlaps between cycling formats and indicate that conceptual advancements in the development of sport, and development through sport could be collectively considered in the context of women's cycling participation. Further research opportunities were also identified.