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.

"Tomorrow's car" : Deakin Universities new cross vehicle that combines the best of 2 worlds

Motorbike riders are 34-times more likely to die in a crash compared to car drivers per km travelled (1). Such safety risks together with special skill requirements for the driver and much lower comfort compared to normal cars are the main reasons why motorbikes represent only a fraction of all vehicle sales in developed countries. Deakin University is developing a revolutionary cross-over fun vehicle with ultra low fuel consumption and emissions. This new vehicle generation combines the best of two worlds: the fun to drive, low cost, and small size of a scooter together with the safety, comfort and easiness to operate of a car. The result is a vehicle that is more fuel efficient than most cars or even scooters.

Various tilting cross over vehicles have been presented over the last decade that were trying to automate the tilting control of narrow vehicles to make them safer. Examples of these concepts are the Carver, Clever and in some way also the MP3 scooter from Piaggio. The problem with fully enclosed concepts like the Carver or Clever is that they require very complex and therefore also expensive tilting control systems so that the vehicles are not price competitive compared to low cost micro cars or even normal small cars. The MP3 on the other hand comes with a tilting control system which is only semi automatic so that typical car advantages - comprehensive safety features like crush zones, roll over protection, air bags, safety belts or comfort features like full weather protection including heating and cooling – can not be provided.

Deakin’s approach is quite different to the above mentioned concepts. The requirements were derived based on two different investigations: The first step was a critical evaluation of social trends and the second step was an in-depth benchmarking study of existing concepts which identified the typical strengths and weaknesses of these concepts. In a critical next step a new concept was created that addresses most of the weaknesses of existing tilting three-wheelers in a holistic approach by setting clear priority rankings for the vehicle targets, based on current trends. The priorities were set in the following order: Safety, Affordability, Fun and Efficiency (SAFE).

The key feature that enables an enclosed tilting vehicle is a fully automatic tilting control system. With an automatic tilting control system the driver does not need to put the feet on the ground to balance the vehicle when he stops, so the vehicle can be built with a full enclosure. This allows the implementation of typical car like safety features (seat belts, roll over structure, crush zones, air bags). The SafeRide™ tilting control system is a passive system that involves the driver’s balancing sense in its feedback control system. The vehicle has typical scooter like steering characteristics, where the steering is initiated through countersteering. Another safety critical design feature is the crush zone between the two front wheels which is not possible with only one front wheel or with the powertrain positioned between the front wheels, as the powertrain can’t absorb a lot of energy due to its structural stiffness and density. The passive tilting control system is quite simple and therefore makes the vehicle very affordable, an important factor for successful commercialisation.

Another advantage of integrating the human balancing senses in the feedback control of the tilting system is that the system kicks in slightly after the human balancing reacts. In some instances that can generate the typical adrenalin thrill known from riding a bike. This fun factor is quite common with many trend sports like mountain biking, surfing, roller-skating, snowboarding, or skateboarding. Some of these sports have seen very rapid growth only a short time after they have been invented. Utilising the human balancing system during driving also makes the vehicle safer as the adrenalin is produced after reaching a semi-stable driving condition that is controlled by the vehicles tilting control system, but before the vehicle reaches an unstable driving condition that can not be controlled by the vehicle but only (eventually) by the driver – if he has got the required driving skill and if he is alert enough.

Efficiency superior to most cars and scooters is achieved by the aerodynamics of a fully enclosed body structure in combination with the small frontal area of a typical scooter and the droplet shape enabled by the relatively wide front with 2 wheels and the very narrow tail with only one rear wheel. The passive tilting system also contributes to the extreme efficiency as the system only draws some small electrical power for the electronic control unit. Another feature is a low cost exhaust energy recovery system which is discussed in another paper.

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.

Large-scale statistical modeling of motion patterns : a Bayesian nonparametric approach

We propose a novel framework for large-scale scene understanding in static camera surveillance. Our techniques combine fast rank-1 constrained robust PCA to compute the foreground, with non-parametric Bayesian models for inference. Clusters are extracted in foreground patterns using a joint multinomial+Gaussian Dirichlet process model (DPM). Since the multinomial distribution is normalized, the Gaussian mixture distinguishes between similar spatial patterns but different activity levels (eg. car vs bike). We propose a modification of the decayed MCMC technique for incremental inference, providing the ability to discover theoretically unlimited patterns in unbounded video streams. A promising by-product of our framework is online, abnormal activity detection. A benchmark video and two surveillance videos, with the longest being 140 hours long are used in our experiments. The patterns discovered are as informative as existing scene understanding algorithms. However, unlike existing work, we achieve near real-time execution and encouraging performance in abnormal activity detection.

From estrangement to a sense of place …

Maggie MacKellar in her book Core of my Heart, my Country writes 'What is sense of place? Why is relationship with place so fundamental to our identity as individuals and as communities?' MacKellar rightly acknowledges that 'A sense of place is a complex connection between land and self. Place is both inside and outside; it takes us beyond ourselves, yet allows us to make sense of ourselves. Attachments to place are born into us, but they are also formed through movement, through labour, through words.' My mother Maria Radzimirski-Herzog considered herself truly Swiss and thoroughly Australian. Through one migrant's story this paper explores something of the complex intertwining of place, memory and identity. It grapples with the notion of belonging to one's country of birth and one's adopted country via a rich understanding of place. In Maria's case, place becomes inextricably bound with who she became as a person. In the early 1940s, Maria explored Switzerland on bike and on foot during war-time restrictions on cars and she came to know it intimately. She photographed the land and the mountains; she documented her journeys. Spirn writes perceptively that 'Significance does not depend on human perception or imagination alone.' For Maria significance was, to use Spirn's words, 'there to be discovered, inherent and ascribed, shaped by what senses perceive, what instinct and experience read as significant, what minds know'. For Maria, Landscape was not 'mere scenery'. The ability to see, to listen, to be present in place, stood her in good stead in her adopted country, Australia. Maria called place into being for her children: through her lived experiences, her memories, her story telling, through language, traditions and history, Maria shared her Swiss identity with her children. But imperceptibly she also taught them how to understand her new homeland Australia, their birth country. How did Maria become Australian? Was that her creative response to exile from Switzerland? How did she come to feel at home in both countries, to understand both places? How did they seep into her and she into them? Through my own research on place I have discovered that assessing 'sense of place' is not an exact science but a creative analysis of the attributes of a place. The methodology I have adopted to explore the complex interrelationships between place, memory and identity allows recovery and reclamation, rediscovery, juxtaposing the subjective and the objective, the co-presence of different evidence. This paper draws on place research, on personal papers, letters and photographs, and the author's own experiences and memories. Through story and narrative it interweaves autobiography and biography with theoretical scholarship, to illuminate one migrant's journey from estrangement to a sense of place in her adopted country, Australia.

Analyzing track sprint cyclists' performances using position-specific maximal-torque and power-cadence relationships

Previous studies have demonstrated the importance of maximal Torque-Cadence (T-C) and Power-Cadence (P-C) relationships, for the performances of world class track sprint cyclists. If these relationships are affected by the function of the lower limb muscles, the ability of cyclists to generate torque and power at a given cadence may vary depending on their riding position. During sprint events (individual and team sprints and Keirin), cyclists alternate between standing and seated positions. The T-C and P-C relationships may change with the position adopted by the cyclists. PURPOSE: The aim of this study was to evaluate the necessity to define position specific maximal T-C and P-C relationships. METHODS: Eight junior elite track cyclists from the National Talent Identification squad undertook two inertial-load tests that consisted of four all-out sprints each. One test was undertaken at the velodrome in a standing position on a carbon fibre track bike, and the other test was completed in a seated position on an air-braked stationary ergometer. A calibrated SRM power meter interfaced to a custom instrumentation package was used for all mechanical measurements. Maximal T-C and P-C relationships were analysed to calculate maximal Torque (T0), maximal Power (Pmax) and optimal pedalling cadence (PCopt). RESULTS: All individual T-C and P-C relationships obtained for both body positions were fitted by linear regressions (r2=0.95 ± 0.02) and second order polynomials (r2=0.96 ± 0.01), respectively. T0 was higher (209 ± 2.2N.m vs. 177.0 ± 3.9N.m, p<0.05), PCopt was lower (112.5 ± 11.4rpm vs. 120.1 ± 6.7rpm, p<0.05), and Pmax was higher (1261 ± 235W vs. 1076 ± 183W, p<0.05) in standing position compared to seated position. CONCLUSION: Analysis of track sprint cyclists’ performances can be improved by the determination of position-specific maximal T-C and P-C relationships .

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.

Unauthorised human use of an urban coastal wetland sanctuary: current and future patterns

Urban expansion brings profound impacts and challenges to many ecosystems, including wetlands. Unauthorised public access to wetland sanctuaries can lead to a number of management problems, such as increasing disturbance to migratory shorebirds. We investigate unauthorised human use of a coastal urban wetland located in Melbourne, Australia, and use current results to predict future patterns of visitation under different management and urban development scenarios. Despite being officially closed to the public, 20.8% of the 574 ha wetland experienced human intrusions during the sampling period. These were most frequent in the section which directly abuts residential development where over 50% of the wetland experienced intrusions. The most frequently observed activities were walking (4.8 ± 4.9 intrusions per observation day), dog walking (8.5 ± 4.5), cycling (3.0 ± 1.8) and motorised trail bike riding (2.5 ± 1.0). There were significant negative relationships between the occurrence of intrusions and distance from the wetland boundary and access points. Walkers and dog walkers were likely to intrude more deeply into the wetlands than other users. We predict that once residential development is completed around the entire perimeter of the wetland that 48% of the total area will be subject to intrusions. This will increase to 58.8% if internal management tracks are opened for public use. We recommend that the current access policy is maintained, and compliance is enhanced through education and additional physical barriers. © 2006 Elsevier B.V. All rights reserved.

Construct validity of the pictorial scale of perceived movement skill competence

Objectives: The Pictorial Scale of Perceived Movement Skill Competence (PMSC) assesses young children's perceptions of movement skill competence: 12 perceived Fundamental Movement skills (FMS; based on the Test of Gross Motor Development 2nd edition TGMD-2) and six Active Play activities (e.g. cycling). The main study purpose was to assess whether children's movement perception scores fit within the imposed constructs of Active Play and FMS by testing the latent structure and construct validity of the PMSC.

Design: Construct validation study.

Methods: Participants were part of the Melbourne Infant Feeding, Activity and Nutrition Trial (InFANT). The latent structure of the PMSC responses was tested through confirmatory factor analysis (CFA) and Bayesian Structural Equation Modeling (BSEM). Internal consistency was conducted using polychoric correlation-based alphas.

Results: The 303 children (boys 53.1%, n = 161) were aged 4-5 years (M = 4.7, SD = 0.46). The final model had an 18 item 3-factor solution with good fit indices (using CFA and BSEM). Factors were: Active Play (Bike, Board Paddle, Climb, Skate/Blade, Scooter, and Swim), Object Control - Hand Skills (Bounce, Catch, Hit, Throw), and FMS skills with a leg action (Gallop, Hop, Jump, Leap, Run, Step Slide, Kick, Roll). Alpha reliability values were: Active Play (0.78), Object Control-Hand Skills (0.76) and FMS-Dynamic Leg (0.84).

Conclusion: Young children can distinguish between movement perceptions. The factors reflect the hypothesized structure in terms of FMS being distinguished from Active Play. Further research should investigate how and if these constructs change in children over time.

Parcelamento do solo, a necessidade de uniformizar alguns padrões de projetos das vias urbanas

Este trabalho faz uma análise da legislação sobre o parcelamento do solo nas diferentes instâncias de Governo. São analisadas as diversidades e contradições das leis municipais de parcelamento do solo de onze prefeituras estrategicamente distribuídas no Estado. A análise foca em particular o tratamento da hierarquia viária; as dimensões dos gabaritos viários; as rampas empregadas; o comprimento máximo dos quarteirões nos loteamentos residenciais em função da testada mínima dos lotes e a concordância vertical nas interseções. São analisados também os requisitos técnicos de projeto geométrico de vias urbanas estabelecidas por Órgãos federais e estaduais. A revisão bibliográfica aborda questões fundamentais na urbanização tais como os pedestres, as interseções e a capacidade das vias urbanas, com o propósito de sustentar a proposição de alterações nos requisitos técnicos preconizados pelas legislações sobre o parcelamento do solo urbano. Suprindo lacuna constatada na legislação municipal sobre o parcelamento do solo e, fundamentado em simulação gráfica com veículo de transporte coletivo urbano, o trabalho apresenta tabela com sugestões para o tratamento de curvas verticais nas interseções das vias urbanas nos loteamentos. Com as informações obtidas da análise da legislação, na pesquisa bibliográfica e dos requisitos técnicos constantes nas normas conhecidas, propõe-se dimensões para vias urbanas, comprimento ideal para quarteirões residenciais, valores de taxas de declividade urbana e formas de executar-se a concordância destas rampas nas interseções. Com os valores planimétricos sugeridos fez-se um parcelamento em gleba fictícia e comparou-se os resultados com outros loteamentos projetados na mesma gleba utilizando-se as prescrições das leis municipais estudadas.

Transport modelling: macro and micro simulation for the studied case of Funchal

The work done in this thesis attempts to demonstrate the importance of using models that can predict and represent the mobility of our society. To answer the proposed challenges two models were examined, the first corresponds to macro simulation with the intention of finding a solution to the frequency of the bus company Horários do Funchal, responsible for transport in the city of Funchal, and some surrounding areas. Where based on a simplified model of the city it was possible to increase the frequency of journeys getting an overall reduction in costs. The second model concerns the micro simulation of Avenida do Mar, where currently is being built a new roundabout (Praça da Autonomia), which connects with this avenue. Therefore it was proposed to study the impact on local traffic, and the implementation of new traffic lights for this purpose. Four possible situations in which was seen the possibility of increasing the number of lanes on the roundabout or the insertion of a bus lane were created. The results showed that having a roundabout with three lanes running is the best option because the waiting queues are minimal, and at environmental level this model will project fewer pollutants. Thus, this thesis presents two possible methods of urban planning. Transport modelling is an area that is under constant development, the global goal is to encourage more and more the use of these models, and as such it is important to have more people to devote themselves to studying new ways of addressing current problems, so that we can have more accurate models and increasing their credibility.

A cena contemporânea aos pedaços : observação de um experimento pedagógico

We try to relate this research with other logic, to discover a path of practical approach to approach a creation composed of fragments and a search of parameters for the aesthetics of appropriation. Accordingly, we find relationship with the theater composed of fragments, where different styles are appropriate theatrical and representational styles are merged with each other. Discusses in the first chapter on the theater composed of fragments, and stroll through lanes of the strategies of some directors in the ways of the contemporary scene. In the second chapter we seek procedures and concepts of atmosphere Mikhail Tchekhov (TCHEKHOV, 1996), and the transition from point-to-point by Scott McCloud (2005). In the third part we describe the observation of the experiment conducted by the students of the Bachelor's Degree in Regional Theatre at the University of Cariri in Juazeiro, Ceará, in 2010. Using the methodology of "pesquisa-ação", observing that the scenic writing end of the experiment, called "Toque Me", and the presentation in the cities of Crato and Barbalha, in August 2010, contained elements of the strategies from theater fragmentary scenes and conceptual contents of contemporary theater

A prática de atividade física de crianças e adolescentes com e sem epilepsia

The epilepsy is one of the neurological disorders more common in the pediatric period, and which interferes significantly in the psycho and social life of children and teenagers. The objective of this study was analyzing the practice of sedentary practices, physicals, traditional infant fun and games of children and teenagers with and without epilepsy. The study was prospective, transversal descriptive, done with 60 children and teenagers with epilepsy (Epileptic Group - EG) patients from Pediatric Neurology Clinic of the Centre Integrated Health Lineu Araújo and 60 children and teenagers without epilepsy (Control Group - CG) students from municipal public school, both of the two groups paired with the same age (age group 7 to 14 years) of both the genders (female = 25/41,6% and male = 35/58,3%) of the Teresina city Piauí. It was done two pattern questionnaires, one applied to children and teenagers of the EG and CG to identify the sedentary activities, physical and traditional infant games and other to the parents/responsible of the EG about the clinical and demographic information. The results permitted the elaboration of two manuscripts: a) the first one titled The Practice of Sedentary and Physical Activities of Children and Teenagers with Epilepsy which showed significant difference in the sedentary activities of playing with car toy (p=0,021) to the EG and reading to the CG (p=0,001); in the physical activities the school physical education (p=0,001) and riding a bike (p=0,014) to the CG; b) the second one The Practice of Infant Games and Fun the children and teenagers with and without Epilepsy in this one the playing with marble presented significant difference (p=0,016) to the CG, despite the girls of the two groups don t do this activity. Observing the distribution of frequencies, it was verified that in the play catch-up and hide-and-seek and burn the EG plays more than the CG both in female and male gender. The girls of the EG play less skip, 60 while the boys of the two groups don t play. Elastic jump the girls of the two groups play in a same frequency and the boys don t participate of this fun. The seizures were found to occur during: soccer (23,3%); hide-and-seek (6,6%) and running (3,3%). In the sedentary activities, seizures were reported to occur: resting and watching TV (18,3%), sleeping (36,0%); sitting (13,3%) and lying down (11,7%). Our results showed that the epileptic group and the controls group engage in the same activities, although the epileptic group participates less than the controls. Although the EG had presented a bigger percentage of generalized attacks, they don t occur during the practice of formal physical activities. The research was developed by a multidisciplinary team, and this contributed a lot to the realization of this study