•Barriers to bikeshare were assessed from a sample of members and non-members.•Bikeshare use in Australia is considerably lower than in other countries.•Car convenience is the main barrier to ...bikeshare, followed by safety concerns.•Non-members home and work are dispersed relative to members.•Bikeshare operators may increase ridership by addressing key barriers.
This study quantifies the motivators and barriers to bikeshare program usage in Australia. An online survey was administered to a sample of annual members of Australia’s two bikeshare programs based in Brisbane and Melbourne, to assess motivations for joining the schemes. Non-members of the programs were also sampled in order to identify current barriers to joining bikeshare. Spatial analysis from Brisbane revealed residential and work locations of non-members were more geographically dispersed than for bikeshare members. An analysis of bikeshare usage in Melbourne showed a strong relationship between docking stations in areas with relatively less accessible public transit opportunities.
The most influential barriers to bikeshare use related to motorized travel being too convenient and docking stations not being sufficiently close to home, work and other frequented destinations. The findings suggest that bikeshare programs may attract increased membership by ensuring travel times are competitive with motorized travel, for example through efficient bicycle routing and priority progression and, by expanding docking station locations, and by increasing the level of convenience associated with scheme use. Convenience considerations may include strategic location of docking stations, ease of signing up and integration with public transport.
•Bike share programs have grown rapidly in recent years.•Australian bike share programs have lower usage levels than other countries.•Online survey used to develop a logistic regression model to ...predict membership.•Riding frequency, age, proximity to docking station predict membership.•Riding convenience levels and higher income increase odds of membership.
The number of bike share programs has increased rapidly in recent years and there are currently over 700 programs in operation globally. Australia’s two bike share programs have been in operation since 2010 and have significantly lower usage rates compared to Europe, North America and China. This study sets out to understand and quantify the factors influencing bike share membership in Australia’s two bike share programs located in Melbourne and Brisbane. An online survey was administered to members of both programs as well as a group with no known association with bike share. A logistic regression model revealed several significant predictors of membership including reactions to mandatory helmet legislation, riding activity over the previous month, and the degree to which convenience motivated private bike riding. In addition, respondents aged 18–34 and having docking station within 250m of their workplace were found to be statistically significant predictors of bike share membership. Finally, those with relatively high incomes increased the odds of membership. These results provide insight as to the relative influence of various factors impacting on bike share membership in Australia. The findings may assist bike share operators to maximize membership potential and help achieve the primary goal of bike share – to increase the sustainability of the transport system.
Cycle slip detection and repair are prerequisites to the use of the global navigation satellite system (GNSS) carrier phases for precise positioning. Modern GNSS techniques introduce triple- or ...multi-frequency signals that are beneficial for cycle slip detection and repair. We present a new real-time cycle slip detection and repair method based on the independent linear combinations of undifferenced triple-frequency GNSS observations. The proposed method forms three types of linear combinations based on the original observations. These combinations are called extra-wide lane (EWL), wide lane (WL), and narrow lane (NL). Cycle slips on the combinations are determined sequentially in three cascaded steps. The first step employs the geometry-free and ionosphere-free Hatch–Melbourne–Wübbena combination to determine and repair the EWL cycle slips. The second step subtracts the cycle-slip-repaired EWL combination from the WL combination to eliminate the geometry part of the WL combination. This subtraction results in a new function that contains the WL ambiguity and residual ionospheric delay. This function is differenced at two consecutive epochs to determine the WL cycle slips. The residual ionospheric delay difference is ignored because of its small magnitude relative to WL wavelength. The third step determines the NL cycle slips in the same manner as in the second step. The difference is that the cycle-slip-repaired EWL combination is replaced with the more accurate cycle-slip-repaired WL combination. Moreover, the residual ionospheric delay difference is compensated by the ionospheric delay rate derived from the original carrier phase observations. When the EWL, WL, and NL cycle slips are determined, cycle slips on the original carrier phase observations can be uniquely identified. The proposed approach has been tested on 30-s triple-frequency BeiDou navigation satellite system data under different levels of ionospheric variations, and on 30-s triple-frequency global positioning system and quasi-zenith satellite system data. Results indicate that the approach can effectively detect and correct cycle slips even for one cycle under low sampling rate or active ionospheric conditions on each frequency in real time.
•As cities increase in size, density and population green spaces are increasingly important for sustainability.•This paper analyses the role of local government policies in provision of urban green ...spaces in Melbourne, Australia.•The key policy success factors, related to Transition Management’s four spheres of activity, are identified.•The ‘splintered narratives’ of urban green space functions and benefits slows the transition to nature-based cities.
As urban areas increase in size, density and population, green spaces become increasingly important for sustainability and liveability. Yet urbanisation processes, compounded in many cases by climate change impacts, are placing increasing pressure on retention of urban vegetation. This paper aims to analyse the role of local government policies in provision of urban green spaces.
The research focuses on policies of three neighbouring local governments in Melbourne Australia, representing inner, middle and outer urban contexts. The paper applies Transition Management’s four spheres, strategic, tactical, operational and reflexive, to structure the analysis.
The research identified key policy success factors and related these to the four spheres of analysis. The research found that a key limitation to a consistent or unified approach to green space provision is the ‘splintered’ or competing narratives that are applied to the functions, benefits and characteristics of urban green spaces. This fragmentation slows transition to nature-based cities.
Innovation is high on the agenda for decision-makers in urban policy and planning. With the rise of innovation districts, cities have seen entire precincts being dedicated to facilitating and ...boosting innovation. The aim of this paper is to better understand the potential of innovation districts for transformative innovation policy aligning innovation objectives with wider societal and environmental needs in cities through urban experimentation. To explore this interface, it draws on a case study of the evolution of the Melbourne's Innovation District (MID) City North and its embedded test sites initiative. At a general conceptual level, the key emerging themes are the following: (1) the imperative for innovation in innovation districts oscillates between primarily economic objectives in terms of attracting start-ups & spin-offs and generating creative jobs in the knowledge economy on the one hand and aligning innovation investments and outcomes with social and environmental needs in and of the city. The public has an increasing role to play in lending legitimacy to innovation districts and aligning its purpose with economic, social and environmental needs. (2) Due to shifting imperatives there is a lack of clarity on the innovation imaginary rendering interpretative flexibility to shaping the global concept of innovation districts ‘on the ground’; (3) An innovation district affords a safe space for urban experimentation and contestation around the purpose of innovation; (4) imperatives and imaginaries around innovation districts evolve in response to external pressures.
•Innovation is high on the agenda for decision-makers in urban policy – some may argue too high.•Progressively considering the negative consequences of previous framings of innovation policy•A ‘third frame’ targeting ‘transformative change’ entails a shift in innovation policy.•We trace the evolution of the MID to identify shift towards the third frame.•We identify key emerging themes evident in our case study.
Cities and their building stocks result in huge environmental impacts which are critical to reduce. However, the majority of existing studies focus on operational requirements or on material stocks. ...To date, very few studies have quantified embodied environmental requirements of building stocks and spatialised them.
This study describes a bottom-up approach to spatially model building stocks and quantify their embodied environmental requirements. It uses a highly disaggregated approach where each building's geometry is modelled and used to derive a bill of quantities. Construction assemblies relevant to each building archetype (derived based on land-use, age and height) are defined using expert knowledge in construction. The initial and recurrent embodied energy, water and greenhouse gas emissions associated with each material within each assembly are calculated using a comprehensive hybrid analysis technique. This model is applied to all buildings of the City of Melbourne, Australia.
Results show that rebuilding the City of Melbourne's building stock today would require 904 kt of materials/km2 (total: 32 725 kt), 10 PJ/km2 (total: 362 PJ), 17.7 Million m3 of embodied water/km2 (total: 640.74 Million m3) and would emit 605 ktCO2e/km2 (total: 23 530 ktCO2e).
This study demonstrates the breadth of the model outputs, including material stocks maps and breakdowns of life cycle embodied requirements by material, construction assembly, building and building typology at the city level. Using such model, city councils can better manage building stocks in terms of waste processing, urban mining and circular economy, as well as reducing embodied environmental requirements over time.
•A bottom-up method to quantify and map embodied resources of cities is presented.•Material stocks, embodied energy, water and greenhouse gas emissions are quantified.•Bills of quantities are derived for each building using its geometry, type and age.•The method is applied to the City of Melbourne, Australia and its 13 075 buildings.•The method supports decision-making for more environmentally effective cities.
In most cities, urban growth follows a sprawl pattern. In the Melbourne metropolitan area, the Plan Melbourne (2017–2050) was formulated with the aim of reducing sprawl and encouraging sustainable ...growth. However, the Internet research has shown that in the metropolitan area of Melbourne, no studies aiming to investigate the urban growth using satellite images and analyzing compact urban growth drivers (CUGDs) have been conducted. The objectives of this study of the Melbourne metropolitan area are as follows: 1) Analyzing spatial-temporal changes of normalized difference built-up index (NDBI) 2) Analyzing CUGDs 3) Evaluating the relationship between NDBI and CUGDs. 4) Determining the type of growth in metropolitan area divisions regarding NDBI and CUGDs (2001–2016). To calculate NDBI and urban built-up areas Landsat satellite images were used. Five indicators of population density, separate house density, apartment house density, public transportation usage ratio and distance from the city center were analyzed as CUGDs. The relationship between NDBI and CUGDs was assessed using Ordinary Least Squares (OLS). GIS and ENVI software packages were used for these analyses. The findings revealed that outer Melbourne has experienced the highest rate of change in built-up areas and the direction of developments are toward west, north and south-east in conformity with the government policies. The highest annual rate of change belongs to apartment house density. During 2001–2006, it was 67%, during 2006–2011 45%, during 2011–2016 58%, and during 2001–2016, 61% of the variation in NDBI was explained by the variables. Changes in NDBI under various CUGDs conditions led to the formation of patterns conceptualized at the level of thirty-one local governments (LGs). Based on this study's findings, practical strategies should be formulated to guide the future development of the city and to achieve the Plan Melbourne (2017–2050) objective.
This paper explores the key principles of economic development in a pandemic. It does so by drawing on the lessons learned through the economic response to the COVID-19 pandemic in the Australian ...city of Melbourne. Melburnians experienced 263 days largely confined to their homes, one of the longest lockdown periods in the world, resulting in deserted city streets and a devastated central city economy. The experience forced the City of Melbourne to adopt a range of unique and innovative responses, first to keep businesses afloat during lockdown, and then to reactivate the city. Melbourne did this while keeping a focus on longer-term economic development. This somewhat unique experience makes Melbourne a useful case study informing best-practice economic development in a pandemic. Key lessons emerging from Melbourne’s experience include the need to respond and iterate rapidly, the importance of collaboration with stakeholders and other tiers of government, and the need to maintain a focus on multiple time horizons, even in the midst of the crisis. These insights are potentially transferrable to economic development responses to other crises, including those catalysed by climate change.
The affective right to the city Duff, Cameron
Transactions - Institute of British Geographers (1965),
December 2017, Letnik:
42, Številka:
4
Journal Article
Recenzirano
This paper investigates the affective and performative aspects of the right to the city with a focus on the materialisation of this right, its corporeal coming into being. In elaborating the idea of ...an affective right to the city, I will refer to Judith Butler's performative theory of assembly, along with findings drawn from ethnographic research conducted among individuals experiencing homelessness in Melbourne, Australia. My research suggests that the materialisation of the right to the city is embodied in the social, material and affective occupation of urban spaces. This work reveals how the body's inhabitation of place, and the affordances of the material environment, mediate the performative expression of the right to the city. It also calls for a shift from a juridical conception of the right to the city to an affective one, more accommodating of the social and material contexts in which this right is enacted. I conclude with a brief discussion of the implications of this affective conception of rights for performative studies of homelessness in urban space.
Concentrations of vehicular emitted heavy metals in roadside soils result in long term environmental damage. This study assessed the relationships between traffic characteristics (traffic density, ...road age and vehicular speed) and roadside soil heavy metals. Significant levels were recorded for Cd (0.06–0.59 mg/kg), Cr (18–29 mg/kg), Cu (4–12 mg/kg), Ni (7–20 mg/kg), Mn (92–599 mg/kg), Pb (16–144 mg/kg) and Zn (10.36–88.75 mg/kg), with Mn concentrations exceeding the Ecological Investigation Level. Significant correlations were found between roadside soil metal concentration and vehicular speed (R = 0.90), road age (R = 0.82) and traffic density (R = 0.68). Recently introduced metals in automotive technology (e.g. Mn and Sb) were higher in younger roads, while the metals present for many years (e.g. Cd, Cu, Pb, Zn) were higher in medium and old age roads confirming the risk of significant metal deposition and soil metal retention in roadside soils.
•Elevated metal concentrations were recorded from Melbourne roadside soils.•Mn and Sb tended to be higher in younger roads.•Cd, Cu, Pb and Zn were particularly elevated in medium and old age roads.•Accumulation of Ag, Co and Sb were identified as potential emerging risks.•Mn concentrations exceeded Australian ecological investigation levels.
Investigating relationships between road age, traffic density and vehicular speed on the concentrations of metals in roadside soils.
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