Commuting, CO2 and the location of offices

This paper investigates the extent to which office activity contributes to travel-related CO2 emission. Using ‘end-user’ figures[1], travel accounts for 32% of UK CO2 emission (Commission for Integrated Transport, 2007) and commuting and business travel accounts for a fifth of transport-related CO2 emissions, equating to 6.4% of total UK emissions (Building Research Establishment, 2000). Figures from the Department for Transport (2006) report that 70% of commuting trips were made by car, accounting for 73% of all commuting miles travelled. In assessing the environmental performance of an office building, the paper questions whether commuting and business travel-related CO2 emission is being properly assessed. For example, are office buildings in locations that are easily accessible by public transport being sufficiently rewarded? The de facto method for assessing the environmental performance of office buildings in the UK is the Building Research Establishment’s Environmental Assessment Method (BREEAM). Using data for Bristol, this paper examines firstly whether BREEAM places sufficient weight on travel-related CO2 emission in comparison with building operation-related CO2 emission, and secondly whether the methodology for assigning credits for travel-related CO2 emission efficiency is capable of discerning intra-urban differences in location such as city centre and out-of-town. The results show that, despite CO2 emission per worker from building operation and travel being comparable, there is a substantial difference in the credit-weighting allocated to each. Under the current version of BREEAM for offices, only a maximum of 4% of the available credits can be awarded for ensuring the office location is environmentally sustainable. The results also show that all locations within the established city centre of Bristol will receive maximum BREEAM credits. Given the parameters of the test there is little to distinguish one city centre location from another and out of town only one office location receives any credits. It would appear from these results that the assessment method is not able to discern subtle differences in the sustainability of office locations

Facilities management carbon footprints: an audit of critical elements of management and reporting

Concern for the environmental impact of organizations’ activities has led to the recognition and demand for organizations to manage and report on their carbon footprint. However, there is no limit as to the areas of carbon footprints required in such annual environmental reports. To deliver improvements in the quality of carbon footprint management and reporting, there is a need to identify the main elements of carbon footprint strategy that can be endorsed, supported and encouraged by facility managers. The study investigates carbon footprint elements managed and reported upon by facility manager in the UK. Drawing on a questionnaire survey of 256 facility managers in the UK, the key elements of carbon footprints identified in carbon footprint reports are examined. The findings indicate that the main elements are building energy consumption, waste disposal and water consumption. Business travel in terms of using public transport, air travel and company cars are also recognized as important targets and objectives for the carbon footprint strategy of several FM (facilities management) organizations.

Extended local labor markets due to high speed trains : Visualization of estimations in the Swedish national travel demand forecasting tool, SAMPERS

Wider economic benefits resulting from extended geographical mobility is one argument for investments in high-speed rail. More specifically, the argument for high-speed trains in Sweden has been that they can help to further spatially extend labor market regions which in turn has a positive effect on growth and development. In this paper the aim is to cartographically visualize the potential size of the labor markets in areas that could be affected by possible future high-speed trains. The visualization is based on the forecasts of labor mobility with public transport made by the Swedish national mobility transport forecasting tool, SAMPERS, for two alternative high-speed rail scenarios. The analysis, not surprisingly, suggests that the largest impact of high-speed trains results in the area where the future high speed rail tracks are planned to be built. This expected effect on local labor market regions of high-speed trains could mean that possible regional economic development effects also are to be expected in this area. However, the results, in general, from the SAMPERS forecasts indicaterelatively small increases in local labor market potentials.

Influences of infrastructure and attitudes to health on value of travel time savings in bicycle journeys

In this paper we investigate how attitudes to health and exercise in connection with cycling influence the estimation of values of travel time savings in different kinds of bicycle environments (mixed traffic, bicycle lane in the road way, bicycle path next to the road, and bicycle path not in connection with the road). The results, based on two Swedish stated choice studies, suggest that the values of travel time savings are lower when cycling in better conditions. Surprisingly, the respondents do not consider cycling on a path next to the road worse than cycling on a path not in connection to the road, indicating that they do not take traffic noise and air pollution into account in their decision to cycle. No difference can be found between cycling on a road way (mixed traffic) and cycling in a bicycle lane in the road way. The results also indicate that respondents that include health aspects in their choice to cycle have lower value of travel time savings for cycling than respondents that state that health aspects are of less importance, at least when cycling on a bicycle path. The appraisals of travel time savings regarding cycling also differ a lot depending on the respondents’ alternative travel mode. The individuals who stated that they will take the car if they do not cycle have a much higher valuation of travel time savings than the persons stating public transport as the main alternative to cycling.

Perceptions about the local neighborhood and walking and cycling among children

Background. This study examined associations between perceptions of the local neighborhood and walking and cycling among children. Methods. Children aged 5–6 years (n = 291) and 10–12 years (n = 919) were recruited from 19 Australian primary schools. Parents reported their child's usual walking or cycling to local destinations and their perceptions of their neighborhood. Ten- to twelve-year-olds were asked their perceptions of traffic, strangers, road safety and sporting venues, and their perceptions of their parent's views on these issues. Results. Five- to six-year-old boys whose parents believed there was heavy traffic in their area were 2.8 times more likely (95%CI = 1.1–6.8), and 5- to 6-year-old girls whose parents owned more than one car were 70% less likely (95%CI = 0.1–0.8), and whose parents believed that public transport was limited in their area were 60% less likely (95%CI = 0.2–0.9) than other children to walk or cycle at least three times per week. Parental belief that there were no lights or crossings was associated with walking or cycling among 10- to 12-year-old boys (OR = 0.4, 95%CI = 0.2–0.7). Among older girls, parent's belief that their child needed to cross several roads to reach play areas (OR = 0.4, 95%CI = 0.2–0.8) and that there is limited public transport in their area (OR = 0.7, 95%CI = 0.4–0.97), and child's belief that there were no parks or sports grounds near home (OR = 0.5, 95%CI = 0.3–0.8) were associated with a lower likelihood of walking or cycling. Conclusion. Perceptions of the local neighborhood may influence children's physical activity.

Objectively assessing "Walkability" of local communities: using GIS to identify the relevant environmental attributes.

Geographic Information Systems (GIS) may be used to measure objectively, those features of the built environment that may influence walking. Public health research on environmental determinants of physical activity in adults shows that different factors can influence walking for recreation, compared to walking for transport. Most studies have used perceived (self-report) rather than objective measures of potentially relevant environmental attributes. We describe how a previously-developed index of ‘walkability’ was operationalized in an Australian context, using available spatial data.               Attributes believed to be of relevance to walking for transport, that are measurable using GIS, are: Dwelling density (higher-density neighborhoods support greater retail and service variety, resulting in shorter, walkable distances between facilities; driving and parking are more difficult and time consuming). Connectivity (higher intersection densities provide people with a greater variety of potential routes, easier access to major roads where public transport is available and shorter times to get to destinations). Land use mix (the more varied the land use mix and built form, then the more conducive it is to walk to various destinations). Net retail area (there are more options for destinations where goods and services may be purchased and more local employment opportunities that can be reached by walking). The associations of these attributes with walking behaviors can be  examined separately, or in combination. Such GIS data are very helpful in fundamental studies of the environmental determinants of behavior, and also in applied policy research for cities, regions or local communities, to
address public health and environmental issues.

Measuring the walkability of local communities using geographic information systems data

Researchers are working to identify and promote environment and policy initiatives to encourage more active and healthy communities. Measuring environmental attributes through objective means can verify which physical environment factors are most important. We describe how Geographic Information Systems (GIS) may be used to measure objectively, the features of the built environment that may influence walking. We show how four key attributes currently believed to be of most relevance to walking for transport may be used to create a ‘walkability’ index. These are dwelling density (higher-density neighbourhoods support greater retail and service variety, resulting in shorter, walkable distances between facilities; driving and parking are more difficult); street connectivity (higher intersection density provides people with a greater choice of potential routes, easier access to major roads where public transport is available and shorter times to get to destinations); land use mix (the more varied the land use mix and built form, the more conducive it is to walk to various destinations); and net retail area (people who live near multiple and diverse retail opportunities are able to make more frequent and shorter shopping trips by walking and can walk to more local employment opportunities). The potential relationships between each of the objective environmental-attribute measures and walking behaviours is discussed, together with suggestions as to how such measures might be used to guide community infrastructure planning. GIS mapping can assist decision makers in where to focus transportation investments and where to guide future growth. Readily accessible GIS data can be used to guide and support urban planning and infrastructure investment decisions in both the private and public sectors, to increase walking in communities.

Strategic design guidance on tall buildings in the Arab region

Globally, there has been enhanced media -and public interest in tall buildings following the terrorist attacks on the World Trade Centre in New York. In the Arab region, tall buildings have also become an important topic of debate. The Middle East is set to grow significantly over the next two decades. Soaring population and jobs growth will increase demands for the better use of residential and commercial office space. This is a vital issue for the growth in the economy of the region. The number of construction sites for tall buildings in the Arab world is staggering when compared to European developments. A statistical review of tall buildings has shown for example that the United Arab Emirates (UAE) by the year 2010 will outnumber UK and Germany together in the number of 30+ floors buildings by reaching (446 UAE) compared to [243 UK(130) + Germany(113)]. Today high buildings are considered flagship developments not only in the Arab World but also worldwide that play an important part in regeneration. Tall buildings are likely to continue to be relevant to the master planning of areas with good public transport access and capacity. A successful tall building must adhere to a set of clear urban design guidelines that affect the following areas: edges, use, public space, urban integration and environmental factors. This paper addresses this issue. The challenge for architects, urban designers, and planners in the Arab world is to provide the right type and quality of new space and new place that won't undermine the question of identity. The paper explores the nature of tall buildings in the Arab region and provides examples of the positive and negative transformation of the urban environments in a number of locales. The paper concludes by drawing some guidelines for future development of tall buildings in the Arab World.

The status of using drug detection dogs under Australian law

In recent years it has become increasingly common for drug detection dogs to be active in and around public transport, busy nightclub precincts, music festivals and dance parties. However, the legal status of police using drug detection dogs is anything but clear in many parts of Australia. The aim of this article is to outline the nature and scope of the powers available to police at common law and under statute that allow their use.

Can the impact on health of a government policy designed to create more liveable neighbourhoods be evaluated? an overview of the RESIDential Environment Project

There is growing interest in the impact of community design on the health of residents. In 1998, the Western Australian Government began a trial of new subdivision design codes (i.e. Liveable Neighbourhoods Community Design Code) aimed at creating pedestrian-friendly neighbourhoods to increase walking, cycling and public transport use. The trial provided a unique opportunity for a natural experiment to evaluate the impact of a government planning policy on residents. Nevertheless, evaluations of this kind present a number of methodological challenges in obtaining the highest quality evidence possible. This paper describes the RESIDential Environment Project’s study design and discusses how various methodological challenges were overcome.

M-learning in an off-campus environment : using iPods in accounting education

The widening availability of the internet and the popularity of handheld devices such as Apple’s iPod are creating a generation of tech-savvy students who are becoming more demanding for innovative ways of accessing information. In this study thirty iPods were distributed to students studying an exclusively online graduate level accounting program at a mid-sized Australian university. The students were required to use their iPods as part of the course’s online learning environment. At the end of the semester students were given two questionnaires: (1) to illicit their opinions on the usefulness of the iPod as a learning tool, and (2) to establish their learning styles (using a VARK© questionnaire). The findings indicate that flexibility the perceived benefit of using iPods allowing more efficient and effective study time. In particular the mobility (m-learning) that allowed students to take advantage of what would otherwise be down-time such as travelling on public transport. Disadvantages related to the difficulty in reading text on a small screen and the ability to move to particular parts of a recorded lecture with precision. These comments were consistent for all demographics however students with a more visual learning style rated the iPod more important to their learning than other students. This study involved a small sample but the generally positive response to the use of iPods indicates that there would be value in further studies with larger groups.

The longitudinal influence of home and neighbourhood environments on children's body mass index and physical activity over 5 years : the CLAN study

Objective: To determine the independent contributions of family and neighbourhood environments to changes in youth physical activity and body mass index (BMI) z-score over 5 years.

Methods: In 2001, 2004 and 2006, 301 children (10–12 years at baseline) had their height and weight measured (BMI was converted to z-scores using Centers for Disease Control and Prevention reference charts; see http://www.cdc.gov/growthcharts) and moderate-to-vigorous physical activity (MVPA) assessed using accelerometers. In 2001, parents reported on the home environment (social support, role modelling, rules and restrictions, physical environment) and perceived neighbourhood environment (local traffic, road safety, sporting venues, public transport), and Geographic Information Systems were used to map features of the neighbourhood environment (destinations, road connectivity, traffic exposure). Generalized estimating equations were used to predict average BMI z-score and MVPA over time from baseline home and perceived and objective neighbourhood environment factors.

Results: Among boys, maternal education and heavy traffic were inversely associated, and sibling physical activity, maternal role modelling of MVPA and the presence of dead-end roads were positively associated with MVPA. Having unmarried parents, maternal MVPA role modelling and number of home sedentary items were positively associated with BMI z-score among boys. Among girls, having siblings, paternal MVPA role modelling, physical activity rules and parental physical activity co-participation were positively associated with MVPA. Having unmarried parents and maternal sedentary behaviour role modelling were positively associated, and number of sedentary behaviour rules and physical activity items were inversely associated with BMI z-score among girls.

Conclusion: The home environment seems more important than the neighbourhood environment in influencing children's physical activity and BMI z-score over 5 years. Physical activity and weight gain programmes among youth should focus on parental role modelling, rules around sedentary and active pursuits, and parental support for physical activity. Intervention studies to investigate these strategies are warranted.

Análise da acessibilidade urbana para o planejamento da urbanização de interesse social

An analysis of housing issues in the city of Canela (RS, Brazil) has been made in 2008 as part of the development of the Master Plan for Housing. The present paper deals with one component of this analysis, which is the assessment of urban accessibility for low-income population, and its consequences on the treatment of the problem of current shortage of low-income housing and the future demand from population growth until 2020. A three steps method is applied: (i) urban mobility is assessed and mapped on the basis of the road system and the routes of public transport; (ii) accessibility to different urban services, such as public education and health, recreation, consumption and jobs are measured and mapped considering the location of urban facilities, population distribution divided by income and age, and urban mobility; (iii) one map for urban accessibility is produced as a result of the weighted combination of accessibility to different urban facilities. This final urban accessibility map is then overlayed to empty urban lots with size and land value appropriate to low-income housing, and a simulation of their development over the future has been made. The lots with higher accessibility were selected, and the impact of urban development was assessed on the capacity of education facilities. Based on this study, we made some preliminary suggestions for widening places in some schools, the need for a new education facility (location and size) and the extension of public transport for an area with low accessibility.

Passenger monitoring in moving bus video

In this paper, we present a novel person detection system for public transport buses tackling the problem of changing illumination conditions. Our approach integrates a stable SIFT (Scale Invariant Feature Transform) background seat modeling mechanism with a human shape model into a weighted Bayesian framework to detect passengers on-board buses. SIFT background modeling extracts local stable features on the pre-annotated background seat areas and tracks these features over time to build a global statistical background model for each seat. Since SIFT features are partially invariant to lighting, this background model can be used robustly to detect the seat occupancy status even under severe lighting changes. The human shape model further confirms the existence of a passenger when a seat is occupied. This constructs a robust passenger monitoring system which is resilient to illumination changes. We evaluate the performance of our proposed system on a number of challenging video datasets obtained from bus cameras and the experimental results show that it is superior to state-of-art people detection systems.

Fines and infringements

Many Victorian Acts, regulations and local council laws allow for the issue of infringement notices (often called "on-the-spot" fines) for offences under those enactments. Most commonly, infringement notices are issued for minor summary offences, including parking and traffic offences, public transport offences, public order offences (such as littering or drinking in a public place, alcohol-related offences and offensive behaviour) and additional offences including shop theft, careless driving, and certain offences relating to carrying knives. The penalty to be paid under an infringement notice is usually set by the legislation that creates the offence.

The Infringements Act 2006 (Vic) ("Infringements Act") came into effect on 1 July 2006 and regulates the infringements system in Victoria. The Infringements Act operates retrospectively and applies to all fines and infringement notices, whether issued before or after 1 July 2006.