Journal articles on the topic 'Electric vehicles – New South Wales'

The Sunswift project of the University of New South Wales, Australia, exists to provide university students with a multi-disciplinary engineering challenge, enhancing the true educational value of their degree with a unique hands-on real-world experience of creating solar–electric hybrid vehicles. The design and development of the low-drag ‘solar supercar’ Sunswift eVe car are described here, detailing the student-led process from initial concept sketches to the completed performance vehicle. eVe was designed to demonstrate the potential of effective solar integration into a practical passenger-carrying vehicle. It is a two-seater vehicle with an on-body solar array area of 4 m2 and a battery capacity of 16 kW h, which is capable of sustained speeds over 130 km/h and a single-charge range of over 800 km. Carbon fiber was used extensively, and the components were almost all designed, built, and tested by students with industry and academic mentorship. The eVe project was initiated in mid-2012, and the car competed in the 2013 World Solar Challenge, taking class line honours. It subsequently set a Fédération Internationale de l’Automobile land speed record in 2014 for the fastest average speed of an electric vehicle over 500 km; it is now the team’s intent to develop the car to road-legal status.

Optimal charge scheduling of electric vehicles in solar-powered charging stations based on day-ahead forecasting of solar power generation is proposed in this paper. The proposed algorithm’s major objective is to schedule EV charging based on the availability of solar PV power to minimize the total charging costs. The efficacy of the proposed algorithm is validated for a small-scale system with a capacity of 3.45 kW and a single charging point, and the annual cost analysis is carried out by modelling a 65 kWp solar-powered EV charging station The reliability and cost saving of the proposed optimal scheduling algorithm along with the integration and the solar PV system is validated for a charging station with a 65 kW solar PV system having charging points with different charging powers. A comprehensive comparison of uncontrolled charging, optimal charging without solar PV system, and optimal charging with solar PV system for different vehicles and different time slots are presented and discussed. From the results, it can be realized that the proposed charging algorithm reduces the overall charging cost from 10–20% without a PV system, and while integrating a solar PV system with the proposed charging method, a cost saving of 50–100% can be achieved. Based on the selected location, system size, and charging points, it is realized that the annual charging cost under an uncontrolled approach is AUS $28,131. On the other hand, vehicle charging becomes completely sustainable with net-zero energy consumption from the grid and net annual revenue of AUS $28,134.445 can be generated by the operator. New South Wales (NSW), Australia is selected as the location for the study. For the analysis Time-Of-Use pricing (ToUP) scheme and solar feed-in tariff of New South Wales (NSW), Australia is adopted, and the daily power generation of the PV system is computed using the real-time data on an hourly basis for the selected location. The power forecasting is carried out using an ANN-based forecast model and is developed using MATLAB and trained using the Levenberg–Marquardt algorithm. Overall, a prediction accuracy of 99.61% was achieved using the selected algorithm.

As connected, electric, and autonomous vehicle (AV) services are developed for cities, the research is conclusive that the use of these services must be shared to achieve maximum efficiency. Yet, few agencies have prioritised designing an AV system that focuses on dynamic ridepooling, and there remains a gap in the understanding of what makes people willing to share their rides. However, in 2017, the Australian transport authority Transport for New South Wales launched over a dozen trials for on-demand, shared public transport, including AVs. In this paper, we investigate the user willingness-to-share, based on experiences from one of these trials. Four focus groups (19 participants in total) were held in New South Wales with active users of either the trialled on-demand dynamic ridepooling service (Keoride) or commercial ridepooling (UberPool). Through thematic analysis of the focus group conversations, the cost, comfort, convenience, safety, community culture, and trust in authority emerged as factors that influenced the willingness-to-share. When presented with driverless scenarios, the focus group participants had significant concerns about the unknown behaviour of their co-passengers, revealing sharing anxiety as a significant barrier to the adoption of shared AVs. This paper identifies previously disregarded factors that influence the adoption of AVs and dynamic ridepooling and offers insights on how potential users’ sharing anxiety can be mitigated.

Traffic incidents such as crashes, vehicle breakdowns, and hazards impact traffic speeds and induce congestion. Recognizing the factors that influence the frequency of these traffic incidents is helpful in proposing countermeasures. There have been several studies on evaluating crash frequencies. However, research on other incident types is sparse. The main objective of this research is to identify critical variables that affect the number of reported vehicle breakdowns. A traffic incident dataset covering 4.5 years (January 2012 to June 2016) in the Australian state of New South Wales (NSW) was arranged in a panel data format, consisting of monthly reported vehicle breakdowns in 28 SA4s (Statistical Area Level 4) in NSW. The impact of different independent variables on the number of breakdowns reported in each month–SA4 observation is captured using a random-effect negative binomial regression model. The results indicate that increases in population density, the number of registered vehicles, the number of public holidays, average temperature, the percentage of heavy vehicles, and percentage of white-collared jobs in an area increase the number of breakdowns. On the other hand, an increase in the percentage of unrestricted driving licenses and families with children, number of school holidays, and average rainfall decrease the breakdown frequency. The insights offered in this study contribute to a complete picture of the relevant factors that can be used by transport authorities, vehicle manufacturers, sellers, roadside assistance companies, and mechanics to better manage the impact of vehicle breakdowns.

Exposure to particulate matter results in adverse health outcomes, especially in sensitive members of the community. Many communities that co-exist with industry are concerned about the perceived impact of emissions from that industry on their health. Such concerns have resulted in two studies in the Hunter Valley of New South Wales, Australia. The chemical composition of samples of particulate matter, collected over two 12-month sampling periods (2012 and 2014–2015) at six sites in the Hunter Valley and across two size fractions (PM2.5 and PM2.5–10) were input to a receptor model to determine the source of particulate matter influencing particle composition at the sites. Fourteen factors were found to contribute to particle mass. Of these, three source profiles common to all sites, size fractions, and sampling periods were sea salt, industry-aged sea salt and soil. Four source profiles were common across all sites for PM2.5 including secondary sulphate, secondary nitrate, mixed industry/vehicles, and woodsmoke. One source profile (other biomass smoke) was only identified in PM2.5 at Singleton and Muswellbrook, two source profiles (mixed industry/shipping and vehicles) were only identified in PM2.5 at Newcastle, Beresfield, Mayfield, and Stockton, and one source (primary nitrate) was only identified at Stockton in PM2.5. Three sources (bioaerosol, light absorbing particles (coal dust), and industry) were only identified in the PM2.5–10 size fraction at Mayfield and Stockton. The contribution of the soil factor to PM2.5 mass was consistent across the sites, while the fresh sea salt factor decreased with distance from the coast from 23% at Stockton to 3% at Muswellbrook, and smoke increased with distance from the coast. Primary industry was greatest at Stockton (due to the influence of ammonium nitrate emitted from a prilling tower) and lowest inland at Muswellbrook. In general, primary emissions across the sites accounted for 30% of the industry sources. The largest contribution to PM2.5 was from secondary sources at all sites except at Muswellbrook, where woodsmoke and industry sources each made an equal contribution of 40%. In general, secondary reactions accounted for approximately 70% of the industry source, although at Stockton, with the presence of the prilling tower, this split was 50% primary and 50% secondary and at Muswellbrook, the split was 20% primary and 80% secondary. These findings add to the evidence base required to inform policies and programs that will improve air quality in the Hunter Valley.

Bushfires have been a key concern for countries such as Australia for a long time. These must be mitigated to eradicate the associated harmful effects on the climate and to have a sustainable and healthy environment for wildlife. The current study investigates the 2019–2020 bushfires in New South Wales (NSW) Australia. The bush fires are mapped using Geographical Information Systems (GIS) and remote sensing, the hotpots are monitored, and damage is assessed. Further, an Unmanned Aerial Vehicles (UAV)-based bushfire mitigation framework is presented where the bushfires can be mapped and monitored instantly using UAV swarms. For the GIS and remote sensing, datasets of the Australian Bureau of Meteorology and VIIRS fire data products are used, whereas the paths of UAVs are optimized using the Particle Swarm Optimization (PSO) algorithm. The mapping results of 2019–2020 NSW bushfires show that 50% of the national parks of NSW were impacted by the fires, resulting in damage to 2.5 million hectares of land. The fires are highly clustered towards the north and southeastern cities of NSW and its border region with Victoria. The hotspots are in the Deua, Kosciu Sako, Wollemi, and Yengo National Parks. The current study is the first step towards addressing a key issue of bushfire disasters, in the Australian context, that can be adopted by its Rural Fire Service (RFS), before the next fire season, to instantly map, assess, and subsequently mitigate the bushfire disasters. This will help move towards a smart and sustainable environment.

The vast network of roads around the world has had a significant effect on wildlife and ecosystems through habitat fragmentation, reduced dispersal and mortality by collision with vehicles. Road agencies worldwide now frequently install dedicated structures to facilitate the safe crossing of roads by wildlife. We conducted surveys to determine the use of dedicated wildlife overpasses and nearby underpasses at two locations on the Pacific Highway in north-eastern New South Wales. Road-kill surveys were conducted to provide some understanding of the species commonly killed and whether the rate of road-kill was lower at one location where crossing-structures were located. Use of the crossing-structures by wildlife was monitored with sand-transects. The most frequent users were macropods, bandicoots and rodents. Macropods made greater use of overpasses (n = 104 tracks) than underpasses (n = 36), whereas underpasses were used more by bandicoots (n = 87) and rodents (n = 82) than were overpasses (n = 28, n = 15, respectively). We identified 78 road-kills of 21 species on two sections of the Pacific Highway over a 7-week period. Bandicoots (n = 16) and macropods (n = 9) were the most frequently observed victims. The mortality of wildlife was lower along the highway section with the crossing-structures (0.04 road-kills km–1) than it was along the highway section without structures (0.15 road-kills km–1). The lack of replication precludes any firm conclusion that the crossing-structures reduced road mortality but the high level of use of the crossing-structures by species that were common victims of road-kill suggests an influence.

The occurrence of a natural disaster on 28 September 2018 in the province of Central Sulawesi Indonesia caused vehicle tax arrears to be incurred by people who were victims of natural disasters. This research is socio-legal research with a statutory and comparative approach to find out the legal arrangements related to tax collection after natural disasters and to compare it with the practices in New South Wales, Australia. This study concluded that there is no specific regulation that differentiates the mechanism of tax collection during normal times and the period after a natural disaster in Indonesia. Local governments are given the authority to regulate it based on the scale of the disaster and the affected areas/people in which people lose their homes and livelihoods so they cannot fulfill their obligations to pay for vehicle tax. This resulted in the arrears of tax collection carried out by the fiscus and become an obstacle for local governments to collect taxes as a source of financing rebuilding infrastructure after a natural disaster. As a comparison, an integrated tax reduction system was applied for disaster victims in New South Wales, including for the vehicle tax. The whole process was done online. Indonesia needs to build such a system to anticipate the bad impact of tax collection that can make disaster victims suffer psychologically.

Ozone and fine particles (PM2.5) are the two main air pollutants of concern in the New South Wales Greater Metropolitan Region (NSW GMR) due to their contribution to poor air quality days in the region. This paper focuses on source contributions to ambient ozone concentrations for different parts of the NSW GMR, based on source emissions across the greater Sydney region. The observation-based Integrated Empirical Rate model (IER) was applied to delineate the different regions within the GMR based on the photochemical smog profile of each region. Ozone source contribution was then modelled using the CCAM-CTM (Cubic Conformal Atmospheric model-Chemical Transport model) modelling system and the latest air emission inventory for the greater Sydney region. Source contributions to ozone varied between regions, and also varied depending on the air quality metric applied (e.g., average or maximum ozone). Biogenic volatile organic compound (VOC) emissions were found to contribute significantly to median and maximum ozone concentration in North West Sydney during summer. After commercial and domestic sources, power generation was found to be the next largest anthropogenic source of maximum ozone concentrations in North West Sydney. However, in South West Sydney, beside commercial and domestic sources, on-road vehicles were predicted to be the most significant contributor to maximum ozone levels, followed by biogenic sources and power stations. The results provide information that policy makers can use to devise various options to control ozone levels in different parts of the NSW Greater Metropolitan Region.

The coupled Conformal Cubic Atmospheric Model (CCAM) and Chemical Transport Model (CTM) (CCAM-CTM) was undertaken with eleven emission scenarios segregated from the 2008 New South Wales Greater Metropolitan Region (NSW GMR) Air Emission Inventory to predict major source contributions to ambient PM2.5 and exposure in the NSW GMR. Model results illustrate that populated areas in the NSW GMR are characterised with annual average PM2.5 of 6–7 µg/m3, while natural sources including biogenic emissions, sea salt and wind-blown dust contribute 2–4 µg/m3 to it. Summer and winter regional average PM2.5 ranges from 5.2–6.1 µg/m3 and 3.7–7.7 µg/m3 across Sydney East, Sydney Northwest, Sydney Southwest, Illawarra and Newcastle regions. Secondary inorganic aerosols (particulate nitrate, sulphate and ammonium) and sodium account for up to 23% and 18% of total PM2.5 mass in both summer and winter. The increase in elemental carbon (EC) mass from summer to winter is found across all regions but particularly remarkable in the Sydney East region. Among human-made sources, “wood heaters” is the first or second major source contributing to total PM2.5 and EC mass across Sydney in winter. “On-road mobile vehicles” is the top contributor to EC mass across regions, and it also has significant contributions to total PM2.5 mass, particulate nitrate and sulphate mass in the Sydney East region. “Power stations” is identified to be the third major contributor to the summer total PM2.5 mass across regions, and the first or second contributor to sulphate and ammonium mass in both summer and winter. “Non-road diesel and marine” plays a relatively important role in EC mass across regions except Illawarra. “Industry” is identified to be the first or second major contributor to sulphate and ammonium mass, and the second or third major contributor to total PM2.5 mass across regions. By multiplying modelled predictions with Australian Bureau of Statistics 1-km resolution gridded population data, the natural and human-made sources are found to contribute 60% (3.55 µg/m3) and 40% (2.41 µg/m3) to the population-weighted annual average PM2.5 (5.96 µg/m3). Major source groups “wood heaters”, “industry”, “on-road motor vehicles”, “power stations” and “non-road diesel and marine” accounts for 31%, 26%, 19%, 17% and 6% of the total human-made sources contribution, respectively. The results in this study enhance the quantitative understanding of major source contributions to ambient PM2.5 and its major chemical components. A greater understanding of the contribution of the major sources to PM2.5 exposures is the basis for air quality management interventions aiming to deliver improved public health outcomes.

Nassella trichotoma (Nees) Hack. ex Arechav. (common name, serrated tussock) occupies large areas of south-eastern Australia and has considerable scope for expansion in the Northern Tablelands of New South Wales. This highly invasive grass reduces pasture productivity and has the potential to severely affect the region’s economy by decreasing the livestock carrying capacity of grazing land. Other potential consequences of this invasion include increased fuel loads and displacement of native plants, thereby threatening biodiversity. Rural property owners in the Northern Tablelands were sent a mail questionnaire that examined use of measures to prevent new outbreaks of the weed. The questionnaire was sent to professional farmers as well as lifestyle farmers (owners of rural residential blocks and hobby farms) and 271 responses were obtained (a response rate of 18%). Key findings were respondents’ limited capacity to detect N. trichotoma, and low adoption of precautions to control seed spread by livestock, vehicles and machinery. This was particularly the case among lifestyle farmers. There have been considerable recent changes to biosecurity governance arrangements in New South Wales, and now is an ideal time for regulators and information providers to consider how to foster regional communities’ engagement in biosecurity, including the adoption of measures that have the capacity to curtail the spread of N. trichotoma.

In electric market, accurate electricity demand forecasting is often needed. Because electricity demand forecasting has become needful for creators and purchasers in the electric markets at present. But in electricity demand forecasting, noise signals, caused by various unstable factors, often corrupt demand series. In order to seek accurate demand forecasting methods, this article proposed a new combined electric load forecasting method (WSENN) which based on Wavelet Transform (WT), Seasonal Adjustment (SA) and Elman Neural Network (ENN) to forecast electricity demand. The effectiveness of WSENN is tested by applying the data from New South Wales (NSW) of Australia. Experimental results demonstrate that the WSENN model can offer more precise results than other methods that had mentioned in other literatures.

Many initiatives and policies attempt to make our air cleaner by reducing the carbon foot imprint on our planet. Most of the existing and planned initiatives have as their objectives the reduction of carbon dependency and the enhancement of newer or better technologies in the near future. However, numerous policies exist for electric vehicles (EVs), and only some policies address specific issues related to fuel cell electric vehicles (FCEV). The lack of a distinction between the policies for EVs and FCEVs provides obstacles for the advancement of FCEV-related technologies that may otherwise be successful and competitive in the attempt to create a cleaner planet. Unfortunately, the lack of this distinction is not always based on intellectual or scientific evidence. Therefore, governments may need to introduce clearer policy distinctions in order to directly address FCEV-related challenges that may not pertain to other EVs. Unfortunately, lobbyism continues to exist that supports the maintenance of the status quo as new technologies may threaten traditional, less sustainable approaches to provide opportunities for a better environment. This lobbyism has partially succeeded in hindering the advancement of new technologies, partially because the development of new technologies may reduce profit and business opportunities for traditionalists. However, these challenges are slowly overcome as the demand for cleaner air and lower carbon emissions has increased, and a stronger movement toward newer and cleaner technologies has gained momentum. This paper will look at policies that have been either implemented or are in the process of being implemented to address the challenge of overcoming traditional obstacles with respect to the automobile industry. The paper reviewed, synthesized, and discussed policies in the USA, Japan, and the European Union that helped implement new technologies with a focus on FCEVs for larger mass markets. These regions were the focus of this paper because of their particular challenges. South Korea and China were not included in this discussion as these countries already have equal or even more advanced policies and initiatives in place.

Focus groups on shared, autonomous vehicles (SAVs) in New South Wales expressed “sharing anxiety”—an intense concern about the prospect of sharing their mobility journey with strangers, without a driver or authority figure present. This presents a significant barrier to the acceptance of SAVs, particularly autonomous public and on-demand transport (ODT), which is a major focus for Transport for New South Wales (TfNSW). Given this potential barrier, we interviewed (N = 13) operators, academics, and regulators with TfNSW to assess their role and abilities in overcoming sharing anxiety. However, our findings revealed a relative lack of awareness from experts in the mobility industry about the existence of sharing anxiety in users, suggesting additional barriers to adoption. We make suggestions for policy considerations for stakeholders that could mitigate sharing anxiety: promoting dynamic ridepooling products in commercial services, using tax breaks as incentivization; requiring ODT services and operators in jurisdiction to use a standardized, unified interface for users (“single-app”); shared, on-demand transport services likely need longer incubation/pilot periods in order for the sharing behavior to become culturally established. We conclude with a reflection on how COVID-19 has impacted the development of shared mobility and suggest further exploration in policy implementation.

Manufacturers of fuel cells are working to improve the economics of electrochemical devices to make them more competitive with conventional fossil fuel power systems for industrial plants and vehicles. FuelCell Energy of Danbury, Connecticut, is designing a system to convert polluting coal mine methane into electricity. General Electric MicroGen of Latham, New York, plans to introduce a residential fuel cell system by the end of the year to provide remote homes with backup current and heat. Another residential system is being developed by International Fuel Cells of South Windsor, Connecticut. The Department of Energy’s National Energy Technology Laboratory in Morgantown, West Virginia, is sponsoring a program to determine the feasibility of feeding coal mine methane to fuel cells. The program involves building a 250-kilowatt fuel cell system at the Nelms mining complex operated by Harrison Mining Corp. in Cadiz, Ohio. A fuel cell system planned for the Nelms complex will assist these automotive engines in consuming methane emissions while generating electricity.

Globally, millions of animals are rescued and rehabilitated by wildlife carers each year. Information gathered in this process is useful for uncovering threats to native wildlife, particularly those from anthropogenic causes. However, few studies using rehabilitation data include a diverse range of fauna, cover large geographical areas, and consider long-term trends. Furthermore, few studies have statistically modelled causes of why animals come into care, and what are their chances of survival. This study draws on 469,553 rescues reported over six years by wildlife rehabilitators for 688 species of bird, reptile, and mammal from New South Wales, Australia. For birds and mammals, ‘abandoned/orphaned’ and ‘collisions with vehicles’ were the dominant causes for rescue, however for reptiles this was ‘unsuitable environment’. Overall rescue numbers were lowest in winter, and highest in spring, with six-times more ‘abandoned/orphaned’ individuals in spring than winter. Of the 364,461 rescues for which the fate of an animal was known, 92% fell within two categories: ‘dead’, ‘died or euthanased’ (54.8% of rescues with known fate) and animals that recovered and were subsequently released (37.1% of rescues with known fate). Modelling of the fate of animals indicated that the likelihood of animal survival (i.e. chance of: being released, left and observed, or permanent care), was related to the cause for rescue. In general, causes for rescue involving physical trauma (collisions, attacks, etc.) had a much lower likelihood of animals surviving than other causes such as ‘unsuitable environment’, ‘abandoned/orphaned’, and this also showed some dependence upon whether the animal was a bird, reptile, or mammal. This suggests rehabilitation efforts could be focused on particular threats or taxa to maximise success, depending on the desired outcomes. The results illustrate the sheer volume of work undertaken by rehabilitation volunteers and professionals toward both animal welfare and to the improvement of wildlife rehabilitation in the future.

Electrical power system forecasting has been a main focus for researchers who want to improve the effectiveness of a power station. Although some traditional models have been proved suitable for short-term electric load forecasting, its nature of ignoring the significance of parameter optimization and data preprocessing usually results in low forecasting accuracy. This paper proposes a short-term hybrid forecasting approach which consists of the three following modules: Data preprocessing, parameter optimization algorithm, and forecasting. This hybrid model overcomes the disadvantages of the conventional model and achieves high forecasting performance. To verify the forecasting effectiveness of the hybrid method, 30-minutes of electric load data from power stations in New South Wales and Queensland are used for conducting experiments. A comprehensive evaluation, including a Diebold-Mariano (DM) test and forecasting effectiveness, is applied to verify the ability of the hybrid approach. Experimental results indicated that the new hybrid method can perform accurate electric load forecasting, which can be regarded as a powerful assist in managing smart grids.

Hydrogen fuel cell vehicles can complement other electric vehicle technologies as a zero-emission technology and contribute to global efforts to achieve the emission reduction targets. This article spotlights the current deployment status of fuel cells in road transport. For this purpose, data collection was performed by the Advanced Fuel Cells Technology Collaboration Programme. Moreover, the available incentives for purchasing a fuel cell vehicle in different countries were reviewed and future perspectives summarized. Based on the collected information, the development trends in the last five years were analyzed and possible further trends that could see the realization of the defined goals derived. The number of registered vehicles was estimated to be 51,437 units, with South Korea leading the market, with 90% of the vehicles being concentrated in four countries. A total of 729 hydrogen refueling stations were in operation, with Japan having the highest number of these. The analysis results clearly indicate a very positive development trend for fuel cell vehicles and hydrogen refueling stations in 2021, with the highest number of new vehicles and stations in a single year, paralleling the year’s overall economic recovery. Yet, a more ambitious ramp-up in the coming years is required to achieve the set targets.

As energy saving becomes more and more popular, electric load forecasting has played a more and more crucial role in power management systems in the last few years. Because of the real-time characteristic of electricity and the uncertainty change of an electric load, realizing the accuracy and stability of electric load forecasting is a challenging task. Many predecessors have obtained the expected forecasting results by various methods. Considering the stability of time series prediction, a novel combined electric load forecasting, which based on extreme learning machine (ELM), recurrent neural network (RNN), and support vector machines (SVMs), was proposed. The combined model first uses three neural networks to forecast the electric load data separately considering that the single model has inevitable disadvantages, the combined model applies the multi-objective particle swarm optimization algorithm (MOPSO) to optimize the parameters. In order to verify the capacity of the proposed combined model, 1-step, 2-step, and 3-step are used to forecast the electric load data of three Australian states, including New South Wales, Queensland, and Victoria. The experimental results intuitively indicate that for these three datasets, the combined model outperforms all three individual models used for comparison, which demonstrates its superior capability in terms of accuracy and stability.

Female genital cutting (FGC) or, more controversially, female genital mutilation, has motivated the implementation of legislation in many English-speaking countries, the product of emotive images and arguments that obscure the realities of the practices of FGC and the complexity of the role of the practitioner. In Australia, state and territory legislation was followed, in 2015, with a conviction in New South Wales highlighting the problem with laws that speak to fantasies of ‘mutilation’. This article analyses the positioning of Islamic women as victims of their culture, represented as performing their roles as vehicles for demonic possession, unable to authorize agency or law. Through a perverse framing of ‘mutilation’, and in the case through the interpretation of the term ‘mutilation’, practices of FGC as law performed by women are obscured, avoiding the challenge of a real multiculturalism that recognises lawful practices of migrant cultures in democratic countries.

Accurate forecasting of electric loads has a great impact on actual power generation, power distribution, and tariff pricing. Therefore, in recent years, scholars all over the world have been proposing more forecasting models aimed at improving forecasting performance; however, many of them are conventional forecasting models which do not take the limitations of individual predicting models or data preprocessing into account, leading to poor forecasting accuracy. In this study, to overcome these drawbacks, a novel model combining a data preprocessing technique, forecasting algorithms and an advanced optimization algorithm is developed. Thirty-minute electrical load data from power stations in New South Wales and Queensland, Australia, are used as the testing data to estimate our proposed model’s effectiveness. From experimental results, our proposed combined model shows absolute superiority in both forecasting accuracy and forecasting stability compared with other conventional forecasting models.

Smart Float is a new multi-modal underwater vehicle, a tool for ocean observation and detection, whose performance is limited by its underwater voyage distance and endurance like most underwater vehicles. The utilization of marine energy provides an ideal way to overcome these limitations. In this paper, an external ocean thermal energy power generation module is developed for Smart Float, which can be used for multiple times of energy storage and power generation and is expected to be further applied to small and medium-sized underwater vehicles. The integration of the proposed device will cause changes in the counterweight characteristic, hydrodynamic characteristic, and heat transfer characteristic of the vehicle, which are deeply analyzed in this study, and adaptive modification solutions are proposed according to the analysis results. Finally, a prototype of Smart Float integrating the proposed device was deployed in the South China Sea to perform a sea trial, to test its performance in thermal energy utilization. According to the results, the device generates 1.341 Wh in a profile diving to 700 m, with the maximum single-profile generation of 1.487 Wh, the average electrical energy of 1.368 Wh, and the hydraulic-to-electric efficiency of about 60% in the power generation stage, which verifies its excellent performance in thermal energy utilization. This study realizes the integration of thermal energy power generation modules into an underwater vehicle for the first time, exploring a new way to improve the endurance and self-sustainability of commercial underwater vehicles.

Abstract. The increasing number of aging infrastructures has drawn attention among the industry as the results caused by critical infrastructure failure could be destructive. It is essential to monitor the infrastructure assets and provide timely maintenance. However, one of the crucial problems is that the budget allocated to the maintenance stage is much less than that for the designing and construction stages. The cost of labor, equipment, and vehicles are significant. Therefore, it is impossible to perform a thorough inspection by human inspectors over each asset. A more efficient method will be needed to solve this problem. This paper aims to provide an automatic approach to detecting and measuring the dimensions of minor cracks that appear on concrete structures with a noisy background. This research also investigates the relationship between image pixel size, accuracy, detection rate of cracks, and shooting distance of images. The proposed method will be able to reduce the cost and increase accuracy. A case study was performed on a concrete sewer with cracks distributed on the surface in Sydney, New South Wales, Australia.

Construction activities involve a lot of risk as workers are exposed to a wide range of job hazards, such as working at height, moving vehicles, toxic substances, and confined spaces. The hazards related to a construction project are mostly unpredictable because construction projects move quickly due to project deadlines, and changing work environments. As a result of this, the industry accounts for one of the highest numbers of work-related claims, and the fourth highest incidence rate of serious claims in Australia. This research investigates how key safety management factors can measure the characteristics of high reliability organisations (HROs) in the construction industry in New South Wales Australia. To address the problem, a model is presented that can predict characteristics of HRO in construction (CHC). Using structural equation modeling (SEM), and confirmatory factor analysis (CFA), the model and measurement instruments are tested and validated from data collected from construction workers. The results identified the factors that effectively measure CHC, and the findings can also be used as a safety management strategy and will contribute to the body of knowledge in research.

This study aimed to describe the epidemiological characteristics, the occupational context, and the cost of hospitalised work-related traumatic spinal injuries, across New South Wales, Australia. A record-linkage study of hospitalised cases of work-related spinal injury (ICD10-AM code U73.0 or workers compensation) was conducted. Study period 2013–2016. Eight hundred and twenty-four individuals sustained work-related spinal injuries; 86.2% of whom were males and had a mean age of 46.6 years. Falls led to 50% of the injuries; predominantly falls from building/structures, ladders or between levels. Falls occurred predominantly in the construction industry (78%). Transport crashes caused 31% of injuries and 24% in heavy vehicles. Half of all the transport injuries occurred ‘off road’. The external cause was coded as ‘non-specific work activity’ in 44.5% of cases; missing in 11.5%. Acute care bed days numbered at 13,302; total cost $19,500,000. High numbers of work-related spinal injuries occurred in the construction industry; particularly falling from a height. Off-road transport-related injuries were significant and likely unaddressed by ‘on-road’ prevention policies. Medical record documentation was insufficient in injury mechanism and context specificity. Workers in the construction industry or those using vehicles off-road were at high risk of spinal injury, suggesting inefficient systems approaches or ineffective prevention policies. Reducing the use of non-specific external cause codes in patients’ medical records would improve the measurement of policy effectiveness.

Purpose Hydrogen fuel cells could play an important role in meeting the challenges of the Two Degrees Scenario. The purpose of this paper is to review the development of this technology in South Africa with the aim of understanding how the country can transform its existing socio-technical systems and act to support a hydrogen-based technological innovation system (TIS). Design/methodology/approach A mixed methods approach has been followed in this study. Secondary data analysis was used initially to build a profile of South Africa’s present energy system, followed by a stakeholder survey of the emerging hydrogen economy. Respondents were selected based on a convenience/snowball sampling approach and were interviewed using a semi-structured questionnaire, covering opportunities for South Africa in the global hydrogen economy; sources of competitive advantage; the present phase of development; the maturity of each function and the main weaknesses within the TIS; and finally the appropriate policy instrument to remedy the weakness and/or maximise opportunities for local companies. Findings The research has shown that the hydrogen economy is still at a pre-competitive level and requires ongoing government support to ensure an energy transition is realised. In particular, it is important that niche experimentation, a proven strategy in respect of successful sustainability transitions, is further pursued. Importantly, the net cost of hydrogen-based transportation, which is still several times larger than the cost of transport based on the internal combustion engine (ICE), must be reduced, especially in the key applications of public transport and underground vehicles. Furthermore, the development of digital technologies to manage supply fluctuations in energy grids must be accelerated. Originality/value The South Africa economy will be severely affected by the replacement of the ICEs with battery electric vehicles due to the country’s reliance on ICEs for platinum demand. Fuel cells represent a new market for platinum but the hydrogen TIS is still at a vulnerable point in its development; without policy support, it will not contribute to a successful socio-technical transformation, nor provide an alternative outlet for platinum.

With battery energy storage technology development, the centralized battery energy storage system (CBESS) has a broad prospect in developing electricity. In the meantime, the retired lithium-ion batteries from electric vehicles (EV) offer a new option for battery energy storage systems (BESS). This paper studies the centralized reused battery energy storage system (CRBESS) in South Australia by replacing the new lithium-ion batteries with lithium-ion second-life batteries (SLB) and evaluating the economic benefits with economic indicators as net present value (NPV), discounted payback period (DPBP), Internal rate of return (IRR) to depict a comprehensive understanding of the development potential of the CRBESS with the lithium-ion SLB as the energy storage system. This paper proposes a calculation method of frequency control ancillary services (FCAS) revenue referring to market share rate (MSR) when building the economic model. Moreover, the residual value of lithium-ion batteries is considered. This paper uses the economic model to calculate the profitability and development potential of CRBESS. From an economic perspective, the superiority and feasibility of CRBESS compared with CBESS were analyzed.

Various factors must be considered when running a courier service in an urban area, because the infrastructure of a city differs from those in suburban or countryside areas. Of note, population density is higher, and vehicles encounter greater restrictions. Moreover, air pollution from fossil fuel combustion is more severe. As tailpipe emissions are becoming costly to both corporations and the environment, researchers are increasingly exploring more appealing transportation options. Electric bicycles have become an important mode of transportation in some countries in the past decade. Electric bicycles and automobiles have their respective merits and demerits when used to provide courier services. E-bikes in particular can ply their trade in densely packed areas that are off-limits to cars and trucks. This paper focuses on (1) developing a truck–bike mixture model to reduce operating costs for an existing truck-only service by replacing some of the trucks with bicycles, and (2) exploring the resulting effects in terms of reducing overall carbon emissions. Data from one of the major courier companies in South Korea were utilized. The problem was tackled as a heterogeneous fleet vehicle routing problem using simulated annealing because the actual size of the problem cannot be solved directly with a mathematical approach. The most effective fleet mix was found for the company’s case. Effects on operating costs and reduced emissions were analyzed for 15 different scenarios with varying demands and off-limits areas. Computational results revealed that the new model is viable from economic and sustainability standpoints. They indicated that costs decrease to varying degrees in all scenarios, and that carbon emissions also decrease by around 10% regardless of the selected scenario.

Globally, wetlands have experienced significant declines in area and condition. Reedbeds are a key attribute of many wetlands and are typically composed of Phragmites australis (common reed), a globally distributed emergent aquatic perennial grass. Environmental water is increasingly used to support functioning river and floodplain ecosystems, including reedbeds, where maintaining wetland vegetation condition is a common objective. Drone-based remote sensing allows for the consistent collection of high-quality data in locations such as wetlands where access is limited. We used unoccupied aerial vehicles (UAVs) and convolutional neural networks (CNNs) to estimate the cover of Phragmites australis and examine the role of reedbed condition and prior environmental watering in the response of reedbeds to flooding. Data were collected from a large inland reedbed in semi-arid western New South Wales, Australia between October 2019 and March 2021 using UAVs and processed using CNNs. Prior to the flood event, sites that had received environmental water had a significantly greater cover of Phragmites australis. The sites that were not managed with environmental water had very low cover (<1%) of reeds prior to the flood event and transitioned from a Critical condition to a Poor or Medium condition following flooding. Using UAVs and CNNs we demonstrated the role environmental water plays in filling the gaps between large flood events and maintaining the condition and resilience of reedbeds.

Navua sedge (Cyperus aromaticus (Ridley) Mattf. & Kukenth) is an invasive perennial sedge, native to tropical Africa, which is threatening many natural ecosystems and agroecosystems, especially in northern Queensland, Australia. Crop and pasture production have been impacted by Navua sedge and it is also directly causing reductions in dairy and beef production in affected regions. This review documents the biology, ecology and potential management options to minimise the spread and impact of Navua sedge. The weed reproduces both sexually (seeds) and vegetatively (via underground rhizomes). Its tiny seeds can be spread easily via wind, water, vehicles, farm machinery and animals, whilst the rhizomes assist with establishment of dense stands. The CLIMEX model (which uses distribution and climate data in native and novel ranges) indicates that in Australia, Navua sedge has the potential to spread further within Queensland and into the Northern Territory, New South Wales and Victoria. Several management strategies, including mechanical, chemical and agronomic methods, and their integration will have to be used to minimise agricultural production losses caused by Navua sedge, but most of these methods are currently either ineffective or uneconomical when used alone. Other management approaches, including biological control and mycoherbicides, are currently being explored. We conclude that a better understanding of the interaction of its physiological processes, ecological patterns and genetic diversity across a range of conditions found in the invaded and native habitats will help to contribute to and provide more effective integrated management approaches for Navua sedge.

SynopsisThe organisation of the generation and supply of electricity in Scotland by the South of Scotland Electricity Board and the North of Scotland Hydro Electric Board is detailed and differences from the other nationalised energy industries in Scotland and from the arrangements for the supply of electricity in England and Wales noted. The present plant position is described and the flexibility in the fuels used underlined. The experiences of the last thirty years are analysed and an account given of the response of the Boards to the crises of dramatic oil price increases and the 1984/85 dispute in the coal industry. Attention is given to the forward planning problems arising from the long construction time of a new station and the delays that may be involved with public inquiries. The opportunities for exporting power to England after the modest anticipated rises in Scottish demands are met are cited as a factor in the budgetting. The difficulties the Combined Heat and Power projects, being studied for a number of major cities including Edinburgh, present to the Boards are listed. Finally the implications for suppliers and contractors of the necessary replacement before the end of the century of equipment associated with the distribution system are noted.

A management strategy to conserve platypuses in the Thredbo River has been developed for the New South Wales National Parks and Wildlife Service. The Thredbo River flows through a multi-use land system with headwaters in the wilderness area of the Kosciusko National Park. A range of recreational activities dominated by skiing interests centre around Thredbo Village and the Ski-Tube link and their associated infrastructure. Further down the valley the predominant land use on the southern side of the river is grazing on private land. The river&apos;s historic confluence with the Snowy River is now the site of Lake Jindabyne, part of the Snowy River Hydro-electric Scheme. The dam wall is assumed to be an impenetrable barrier to platypus movement. The plan was developed on the basis of: *Characterising some aspects of platypus population biology in a 2-year study; * comparing these data with limited baseline data; *Observing and interpreting the impacts of a major flood event on population dynamics coinciding with the &apos; melt&apos; phenomenon; *Identifying likely impacts on the platypus population particularly in relation to water quality and siltation-sanding and determining the probable trends of these impacts. It was then possible to suggest actions to ameliorate impacts on the platypus.

A device comprising a filter attached to a vacuum cleaner was purpose-built to sample rust spores from three potentially high-risk pathways in Australia: passengers, fresh flowers, and sea cargo. The proportion of spores recovered from eight surfaces comparable with those on each pathway (cotton, denim, roses, carnations, chrysanthemums, wood, plastic, and metal) was estimated in the laboratory. Spore recovery percentages were highest for denim clothing (61% Puccinia triticina Erikss. and 62% Uromycladium tepperianum) and lowest for carnations (4% P. triticina Erikss. and 5% U. tepperianum). Subsequently, the device was tested at several locations on the Central Coast of New South Wales, Australia, recently affected by a “myrtle rust” outbreak. Symptomatic and asymptomatic myrtle rust hosts, myrtle rust nonhosts, and inanimate objects (e.g., clothing and vehicles) were sampled in conjunction with the emergency response to the outbreak. A polymerase chain reaction (PCR) assay developed for P. psidii established the presence of myrtle rust, and visual inspections provided spore count estimations. All samples from symptomatic myrtle rust hosts produced positive PCR results and spore count estimations were generally much greater. Several samples from asymptomatic myrtle rust hosts, myrtle rust nonhosts, and inanimate objects also produced positive PCR results; however, there were discrepancies between PCR results and spore count estimations in some of these samples, all of which had <100 spores. This study highlights the utility of the device and analytical methodology, especially during the early stages of a disease outbreak when infection symptoms on plants and contamination on objects is not visible upon gross examination.

The population biology, habitat utilisation and diet of a small, isolated population of long-nosed bandicoots (Perameles nasuta) was studied over a 22-month period at North Head in Sydney Harbour National Park, New South Wales. Reproductive output in this urban environment was high, with a mean litter size of 2.3 and production of up to four litters per year. The peak of reproductive activity was in late spring and early summer, with a cessation of breeding in late autumn or early winter. The main causes of death were identified as road trauma (58% – probably an overestimate because of the ease of finding road deaths) and predation by cats and foxes (37% – probably an underestimate because of the difficulty of locating carcasses unless radio-collared). Bandicoots utilised all macrohabitats (open grassed areas, heath, forest, swamp and scrub), but extensively used open grassed areas for foraging. Males had larger home ranges (4.4 ± 0.8 ha) than females (1.7 ± 0.2 ha). The largest home ranges of males coincided with the peak of the breeding season (September–November). Throughout the year P. nasuta fed primarily on beetles, invertebrate larvae and ants, but also on other invertebrates and on plant and fungal material. Some vertebrate and human- derived material (birdseed, vegetable scraps, plastic, twine) was also eaten. Although remarkably adaptable in its reproductive and dietary strategies, this population of long-nosed bandicoots is likely to follow other urban bandicoot populations toward extinction unless there is active management to reduce the high rate of mortality from motor vehicles and introduced predators.

Natural gas is considered the fossil fuel to facilitate the transition from hydrocarbons to lower-emissions energy sources such as renewables. Wind and solar projects factor significantly into major international oil and gas companies’ goals of achieving net-zero emissions in the future. For example, both BP and Royal Dutch Shell intend to reach net zero by 2050. The International Energy Agency (IEA) forecasts total installed wind and solar PV capacity is on course to surpass natural gas in 2023 and coal in 2024. This represents progress toward the achievement of the 2050 goals. However, wind, solar, and hydropower, which together account for about 90% of all renewable-electricity generation, are largely dependent on variable weather conditions. And the variability in weather translates to an undesired variability in availability and reliability. For wider adoption, utility-scale batteries are needed to store energy for use when a light breeze barely whispers, or the skies are cloudy. Battery-storage projects are not a new concept, but their recent growth is notable. Although California is the global leader in the deployment of high-capacity batteries, news from other parts of the world offers indicators of progress. In 2020, global installed energy-storage capacity totaled 173.6 GW, including pumped-hydroelectric, compressed-air, advanced battery-energy, flywheel-energy, thermal-energy, and hydrogen-energy storage systems. The US had 0.74 GW of rated-power battery-storage projects based on lead-acid, lithium-ion, nickel-based, and sodium-based batteries. A Tesla subsidiary, Gambit Energy Storage LLC, is currently constructing a 100-MW+ battery-storage facility in Angleton, Texas, about 40 miles south of Houston. It is expected to become operational 1 June. Elon Musk (best known for his Tesla electric vehicles and SpaceX) launched a 100-MW lithium-ion battery project in South Australia in 2017 adjacent to a wind farm. Soon to become a “hot(ter)” commodity will be the lithium, rare earths, and other minerals needed to build the batteries. The global lithium and cobalt markets rallied in January and February in response to the resurgence of demand for electric vehicles (EV) in Europe. Last year, sales in battery EVs and plug-in-hybrid EVs in Europe outpaced those in China. Adamas Intelligence reported that the second half of 2020 saw a global 205% increase in battery cobalt deployed, a 192% increase in battery lithium deployed, and a 135% increase in battery nickel deployed vs. the second half of 2019. Investors and companies are chasing this potentially lucrative sector. Startup DeepGreen Metals, whose partners include Maersk and Allseas, aims to mine the deep sea for battery metals and on 4 March announced an agreement to merge with Sustainable Opportunities Acquisition Corp. to list on the Nasdaq. Cornish Lithium, holding rights to explore for lithium within geothermal waters in areas off the north and south coasts of Cornwall, UK, recently signed on MarineSpace to help it begin its desk-based exploration program to identify potential geological targets for later research. Physical exploration work is not expected for at least 4 years.

This is the final issue of the first volume of the Journal of Pension Economics and Finance. We are pleased that the Journal has had a very successful first year, both in terms of the quality of submissions and in terms of building up an extensive and high quality subscription base. We will report in more detail on our first year as well as our plans for the future in the first issue of the second volume.The four articles in this issue span a broad range of topics. The first article is by David McCarthy (Oxford University, Institute of Ageing), Olivia Mitchell (University of Pennsylvania, Pension Research Council) and John Piggott (University of New South Wales, Centre for Pensions and Superannuation) who have written a paper entitled: Asset rich and cash poor: retirement provision and housing policy in Singapore.As mandatory defined contribution systems are increasingly adopted around the world, the experience in Singapore is particularly relevant in that its Central Provident Fund (CPF) is one of the oldest major international examples of a mandatory defined contribution pension system. With funds representing roughly 60% of Singapore's GDP, the CPF is also one of the most prominent publicly managed investment funds in the world.The particular focal point of the McCarthy et al. paper is the effect of rules in Singapore which allow individuals to use their accumulated funds to pay for housing. The use of retirement savings vehicles for approved purposes, such as medical care, education and unemployment, is an important policy issue, with most countries continuing to have strict prohibitions on drawing funds prior to retirement.

Australia is a regular recipient of devastating bushfires that severely impacts its economy, landscape, forests, and wild animals. These bushfires must be managed to save a fortune, wildlife, and vegetation and reduce fatalities and harmful environmental impacts. The current study proposes a holistic model that uses a mixed-method approach of Geographical Information System (GIS), remote sensing, and Unmanned Aerial Vehicles (UAV)-based bushfire assessment and mitigation. The fire products of Visible Infrared Imager Radiometer Suite (VIIRS) and Moderate-resolution Imaging Spectroradiometer (MODIS) are used for monitoring the burnt areas within the Victorian Region due to the 2020 bushfires. The results show that the aggregate of 1500 m produces the best output for estimating the burnt areas. The identified hotspots are in the eastern belt of the state that progressed north towards New South Wales. The R2 values between 0.91–0.99 indicate the fitness of methods used in the current study. A healthy z-value index between 0.03 to 2.9 shows the statistical significance of the hotspots. Additional analysis of the 2019–20 Victorian bushfires shows a widespread radius of the fires associated with the climate change and Indian Ocean Dipole (IOD) phenomenon. The UAV paths are optimized using five algorithms: greedy, intra route, inter route, tabu, and particle swarm optimization (PSO), where PSO search surpassed all the tested methods in terms of faster run time and lesser costs to manage the bushfires disasters. The average improvement demonstrated by the PSO algorithm over the greedy method is approximately 2% and 1.2% as compared with the intra route. Further, the cost reduction is 1.5% compared with the inter-route scheme and 1.2% compared with the intra route algorithm. The local disaster management authorities can instantly adopt the proposed system to assess the bushfires disasters and instigate an immediate response plan.

Samples of fresh cattle faeces were taken from 2 grazing paddocks on the North Coast of New South Wales. One paddock was heavily infested with giant Parramatta grass (GPG, Sporobolus indicus var. major) and the other paddock had a medium-light infestation. Fifty-two and 14 viable GPG seeds/kg were recovered from the dung samples collected in May from these paddocks, respectively. Seeds of GPG and giant rat's tail grass (GRTG, S. pyramidalis) were fed to caged Friesian heifers in 2 experiments, and the time taken for all of the seeds to be excreted was measured: 4 days in experiment 1 and 7 days in experiment 2. Consequently, a 7-day withholding period is suggested for cattle grazing pastures infested with giant sporobolus. The number of viable seeds excreted was estimated as a proportion of seeds fed to each heifer using average viability of seeds recovered, concentration of viable seeds collected daily, and daily manure weights. Based on this, the number of seeds ingested by gazing stock was estimated to be 8300 and 2200 seeds/head.day for the paddocks with heavy and medium-light infestation, respectively. Manure collected 2 and 3 days after feeding had the highest concentrations of viable seeds. This manure was placed outdoors in styrofoam boxes and left for 7 months. No GPG seedlings or plants were present in the manure after this time, and further subsampling of the manure indicated that no viable seeds remained. Processes that disperse fresh manure, such as heavy rain or the hosing down of transport vehicles, may allow successful germination and emergence of giant sporobolus seeds. However, where dung pats are left intact for some months, establishment of giant sporobolus plants is unlikely. Adhesion to machinery and the hair of stock are likely to be more important causes of dispersal of giant sporobolus than ingestion by stock.

A large-scale cable-stayed bridge in the state of New South Wales, Australia, has been extensively instrumented with an array of accelerometer, strain gauge, and environmental sensors. The real-time continuous response of the bridge has been collected since July 2016. This study aims at condition assessment of this bridge by investigating three aspects of structural health monitoring including damage detection, damage localization, and damage severity assessment. A novel data analysis algorithm based on incremental multi-way data analysis is proposed to analyze the dynamic response of the bridge. This method applies incremental tensor analysis for data fusion and feature extraction, and further uses one-class support vector machine on this feature to detect anomalies. A total of 15 different damage scenarios were investigated; damage was physically simulated by locating stationary vehicles with different masses at various locations along the span of the bridge to change the condition of the bridge. The effect of damage on the fundamental frequency of the bridge was investigated and a maximum change of 4.4% between the intact and damage states was observed which corresponds to a small severity damage. Our extensive investigations illustrate that the proposed technique can provide reliable characterization of damage in this cable-stayed bridge in terms of detection, localization and assessment. The contribution of the work is threefold; first, an extensive structural health monitoring system was deployed on a cable-stayed bridge in operation; second, an incremental tensor analysis was proposed to analyze time series responses from multiple sensors for online damage identification; and finally, the robustness of the proposed method was validated using extensive field test data by considering various damage scenarios in the presence of environmental variabilities.

Lithium has become an element of great relevance in recent times, because among its various applications is the manufacture of batteries, and it is a vital part of the growing development of new products such as electric vehicles. On the other hand, the geographical distribution of lithium reserves is very heterogeneous. Of the existing minerals, only some of them are important sources of exploitation, such as the salt in South America, while in other countries mineral deposits such as spodumene stand out. The process for obtaining lithium from spodumene consists of concentrating up to 3% lithium by flotation. Because other minerals associated with this mineral are mainly silicates (feldspar, clays, quartz and micas), great problems are generated in the thickening stage. This article seeks to study the effect of the addition of flocculants and KCl on the sedimentation rate, in addition to studying its effects on the turbidity of the supernatant in different types of water. This is done by Batch sedimentation tests with tailings pulps, to later characterize both the pulp and the supernatant by means of the turbidity of the clarified water. Magnafloc-338 flocculant is the most convenient to use with industrial water, since it reaches a high sedimentation rate of 34.2, 37.44, and 45.36 m/h, with doses of 5, 10, and 15 g/t respectively, and a low turbidity rate (31 Formazin Nephelometric Units (FNU)) at low flocculant dosages.

PurposeThe purpose of this research project is to reduce the carbon emissions of construction processes by Measuring, Mapping, Modelling and Managing (4Ms) the carbon performance of construction activities. This particular paper presents the research work and major findings in the first two stages: measuring the carbon footprint of construction activities in building projects; and mapping the carbon emissions from construction activities.Design/methodology/approachA hotel project in South Wales was selected as a case study where the carbon emissions from six categories of construction activities (i.e. management, operations, visitors, deliveries, plant and utilities) were monitored by using carefully designed data collection methods throughout the construction process. Both qualitative and quantitative analysis methods were adopted to distil and map the emissions with construction activities.FindingsThis study provides a benchmark for the carbon emissions from construction processes. The results show that construction activities generate more carbon than expected. Of the CO2 emitted, materials delivery, operational activities and plant operation account for more than 90 per cent of the total emissions. Activities from management, visitors and utilities only contributed 10 per cent of the CO2 emissions. Carbon emissions from construction processes can be best managed through project planning/scheduling where carbon emissions should be considered as a new criterion for project planning along with time, cost and quality.Research limitations/implicationsThere are some limitations with the data collection methods adopted in this study. For example, the fuel/CO2 emission conversion rate for plant was obtained from online sources. This rate needs to be validated and adjusted on‐site with CO2 measurement gauges for different equipment. Similarly, the fuel efficiency adjusting rates for vehicles also need to be checked and verified constantly.Practical implicationsThe on‐site carbon emission methods, the mapping approaches between the emission and construction activities, and the online system developed in this study (www.constructco2.com/default.aspx) are all embraced by the industry. So far, 76 projects have already subscripted to the online system.Originality/valueThis study developed a set of systematic and feasible approaches to measuring and analysing carbon emissions from construction activities. Unlike the existing studies which mainly focus on recording the carbon emissions on‐site, this research measured the emissions, and mapped the emissions with construction activities. The online system developed could analyse the data collected and support the contractor to decide in which aspects they should make effort to control the carbon emissions.

<abstract> <p>The arrival of the hydrogen (H₂) economy has been the subject of many studies. Earlier articles were over-optimistic about the timing and extent of global H₂ uptake, and predicted private vehicles as leading the way to a H₂ economy. The recent strong rise in the global electric vehicle fleet has inevitably led to a reassessment of the prospects for H₂, at least for transport. This review paper examines how researchers over recent decades have envisaged how the H₂ economy would arrive, and why it was desirable, or even inevitable; it also looks at the future prospects for the H₂ economy. The key findings are as follows:</p> <p>● Among the leading energy forecasting bodies, particularly the International Energy Agency (IEA), even the most optimistic scenarios predict under 10% H₂ penetration by 2050.</p> <p>● IEA forecasts are very optimistic about the prospects for the introduction of carbon dioxide removal technologies and growth of dispatchable sources of low-carbon energy.</p> <p>● More realistic IEA forecasts would increase the need for the growth of intermittent energy sources such as wind and solar. The subsequent requirement for energy storage would in turn help the case for H₂ adoption.</p> <p>● No new technologies are on the horizon to decisively tip the balance in favor of H₂.</p> <p>● It is concluded that a global H₂ economy is still distant, but it could arise in energy-poor countries such as Japan and South Korea, and it could find a niche in freight transport.</p> </abstract>

Police misuse of strip search powers at music festivals, at train stations, in police vehicles and at other locations has been subject to sustained public attention in recent years. This article traces the evolution of strip search practices in New South Wales, explores the legal and policy context in which they have developed, highlights the individual and social harms arising from them and discusses the need for fundamental law reform. We argue that recent controversies regarding police strip searches and drug detection dog operations in New South Wales show policing to be simultaneously a law-making and a law-abusing power. By examining concepts concerned with how police construct their own working rules, police data and testimony provided to the Law Enforcement Conduct Commission (LECC), we explain how police justify conducting strip searches that should otherwise be considered unlawful.

Background: Although many studies have identified the key factors influencing travel mode, they have typically centred around survey data, which has several limitations. In this research, actual transport data (GPS) has been provided by Google Environment Insights Explorer (EIE) for 169 municipalities in Australia across 2018 and 2019. Objective: A key outcome of this paper is to project the independent impact of new public transport networks (rail, bus and tram) on mode shift away from vehicles for each municipality and estimate the total distance travelled. Methods: This study uses a combination of linear regression and logit transformations to predict the proportion of automobile transport relative to all other transport modes. Results: The results suggest that South Australia would benefit from a metropolitan northeast rail line, New South Wales would benefit from a metropolitan southwest tram line, and Victoria would benefit from a metropolitan southeast bus service. Conclusion: Although the analysis is somewhat crude, it utilises open-access data and thus could be easily replicated for any country globally, which could be greatly beneficial, especially for countries with low socio-demographic backgrounds.

Road-kills were recorded at random throughout New Zealand, on 96359 km of roads, avoiding towns and busy motorways, from 1963-2018. Traffic increase from 1.04 m to 4.33 million vehicles during the study had little effect on mortality, even at the greater traffic density in the North Island. Seasonal changes measured on 8435 km (151 trips) between Lower Hutt and Otaki from 1985-2015 showed lowest mortality in winter. Major differences in species identification between two independent observers on the same route, from 2009-2014, resulted from one being red/green colourblind. Possum (Trichosurus vulpecula) numbers dipped briefly in the 1970s, peaked in the 1990s, and have declined since then where there has been widespread poisoning to protect trees, birds, and limit bovine TB. Rabbits (Oryctolagus cuniculus) increased steadily after control was lifted in the 1980s and now dominate the road-kills; the effect of RHD, introduced in 1997, does not register, probably because it causes short-term local oscillations. Hedgehog (Erinaceus europaeus) numbers show no clear trend and, unlike the other species, North and South Island patterns differ; the lower numbers in the South may reflect the cooler climate. Brown hares (Lepus europaeus) remain relatively stable, with a doubling in numbers since the 1980s in parallel with rabbits. The predators, cats (Felis catus) and mustelids (Mustela furo, M.erminea, M. nivalis), followed their prey increase until the 1990s when extensive predator control began; they then declined, although rabbit and rat (Rattus rattus, R. norvegicus) numbers continued to rise. In the 1950-60s, far more live mammals were being seen on and from roads, and adaptations to traffic have evolved. These historical records may be useful to assess future changes in road-kill following the adoption of silent electric cars, driverless vehicles, and public transport.

The symbiosis between smart minigrids and electric mobility has the potential to improve the cost and reliability of energy access for off-grid communities while providing low-carbon transport services. This study explores the commercial viability of using electric vehicles (EVs), recharged by solar minigrids, to provide transport services in off-grid communities. Preliminary findings are presented from a field trial in The Gambia that aims to assess the techno-economic feasibility of integrating sustainable energy and transport infrastructures in sun-rich regions of the Global South. As a dispatchable anchor load, an EV can improve the technical and economic performance of a minigrid by providing demand-side response services. In the developing world, rural communities are often among the poorest, and inadequate transport services remain a major barrier to wealth-creation. Some solutions to this situation may be transferrable to island communities, which share similar challenges in terms of access to energy and fuel. The first of its kind in Africa, this field trial uses an electric minivan, operating from an off-grid village where it has access to a minigrid whose 4.5 kWp of photovoltaic modules form the roof of a parking shelter for the vehicle. While there, the taxi can recharge, ideally during sunny periods when the photovoltaic array produces surplus power, thus allowing the EV’s battery to recharge while bypassing the minigrid’s own accumulator. This improves system reliability and cost effectiveness, while providing pollution-free energy for the taxi. Ultimately, the intention is to test different vehicles in a variety of circumstances, but this paper outlines only the preliminary findings of the first of these trials. Early results provide convincing new evidence that commercial viability of such a concept is possible in Sub-Saharan Africa. Some promising scenarios for commercial viability are identified, which warrant further investigation, since they suggest that a taxi driver’s earnings could be increased between 250 and 1,300% in local operations, and even 20-fold in tourist markets, depending on vehicle type, minigrid configuration and target market. It is hoped that these may encourage the rollout of solar-recharged EVs where the nexus of sustainable energy and transport systems are likely to make the greatest contribution to addressing the UN’s Sustainable Development Goals, by helping to solve the trilemma of providing energy security, social benefit and environmental sustainability in low-income countries.

IntroductionSydney’s Garden Palace was a magnificent building with a grandeur that dominated the skyline, stretching from the site of the current State Library of New South Wales to the building that now houses the Sydney Conservatorium of Music. The Palace captivated society from its opening in 1879. This article outlines the building of one of Sydney’s early structural icons and how, despite being destroyed by fire after three short years in 1882, it had an enormous impact on the burgeoning colonial community of New South Wales, thus building a physical structure, pride and a suite of memories.Design and ConstructionIn February 1878, the Colonial Secretary’s Office announced that “it is intended to hold under the supervision of the Agricultural Society of New South Wales an international Exhibition in Sydney in August 1879” (Official Record ix). By December the same year it had become clear that the Agricultural Society lacked the resources to complete the project and control passed to the state government. Colonial Architect James Barnet was directed to prepare “plans for a building suitable for an international exhibition, proposed to be built in the Inner Domain” (Official Record xx). Within three days he had submitted a set of drawings for approval. From this point on there was a great sense of urgency to complete the building in less than 10 months for the exhibition opening the following September.The successful contractor was John Young, a highly experienced building contractor who had worked on the Crystal Palace for the 1851 London International Exhibition and locally on the General Post Office and Exhibition Building at Prince Alfred Park (Kent 6). Young was confident, procuring electric lights from London so that work could be carried out 24 hours a day, to ensure that the building was delivered on time. The structure was built, as detailed in the Colonial Record (1881), using over 1 million metres of timber, 2.5 million bricks and 220 tonnes of galvanised corrugated iron. Remarkably the building was designed as a temporary structure to house the Exhibition. At the end of the Exhibition the building was not dismantled as originally planned and was instead repurposed for government office space and served to house, among other things, records and objects of historical significance. Ultimately the provisional building materials used for the Garden Palace were more suited to a temporary structure, in contrast with those used for the more permanent structures built at the same time which are still standing today.The building was an architectural and engineering wonder set in a cathedral-like cruciform design, showcasing a stained-glass skylight in the largest dome in the southern hemisphere (64 metres high and 30 metres in diameter). The total floor space of the exhibition building was three and half hectares, and the area occupied by the Garden Palace and related buildings—including the Fine Arts Gallery, Agricultural Hall, Machinery Hall and 10 restaurants and places of refreshment—was an astounding 14 hectares (Official Record xxxvi). To put the scale of the Garden Palace into contemporary perspective it was approximately twice the size of the Queen Victoria Building that stands on Sydney’s George Street today.Several innovative features set the building apart from other Sydney structures of the day. The rainwater downpipes were enclosed in hollow columns of pine along the aisles, ventilation was provided through the floors and louvered windows (Official Record xxi) while a Whittier’s Steam Elevator enabled visitors to ascend the north tower and take in the harbour views (“Among the Machinery” 70-71). The building dominated the Sydney skyline, serving as a visual anchor point that welcomed visitors arriving in the city by boat:one of the first objects that met our view as, after 12 o’clock, we proceeded up Port Jackson, was the shell of the Exhibition Building which is so rapidly rising on the Domain, and which next September, is to dazzle the eyes of the world with its splendours. (“A ‘Bohemian’s’ Holiday Notes” 2)The DomeThe dome of the Garden Palace was directly above the intersection of the nave and transept and rested on a drum, approximately 30 metres in diameter. The drum featured 36 oval windows which flooded the space below with light. The dome was made of wood covered with corrugated galvanised iron featuring 12 large lattice ribs and 24 smaller ribs bound together with purlins of wood strengthened with iron. At the top of the dome was a lantern and stained glass skylight designed by Messrs. Lyon and Cottier. It was light blue, powdered with golden stars with wooden ribs in red, buff and gold (Notes 6). The painting and decorating of the dome commenced just one month before the exhibition was due to open. The dome was the sixth largest dome in the world at the time. During construction, contractor Mr Young allowed visitors be lifted in a cage to view the building’s progress.During the construction of the Lantern which surmounts the Dome of the Exhibition, visitors have been permitted, through the courtesy of Mr. Young, to ascend in the cage conveying materials for work. This cage is lifted by a single cable, which was constructed specially of picked Manilla hemp, for hoisting into position the heavy timbers used in the construction. The sensation whilst ascending is a most novel one, and must resemble that experienced in ballooning. To see the building sinking slowly beneath you as you successively reach the levels of the galleries, and the roofs of the transept and aisles is an experience never to be forgotten, and it seems a pity that no provision can be made for visitors, on paying a small fee, going up to the dome. (“View from the Lantern of the Dome Exhibition” 8)The ExhibitionInternational Exhibitions presented the opportunity for countries to express their national identities and demonstrate their economic and technological achievements. They allowed countries to showcase the very best examples of contemporary art, handicrafts and the latest technologies particularly in manufacturing (Pont and Proudfoot 231).The Sydney International Exhibition was the ninth International Exhibition and the colony’s first, and was responsible for bringing the world to Sydney at a time when the colony was prosperous and full of potential. The Exhibition—opening on 17 September 1879 and closing on 20 April 1880—had an enormous impact on the community, it boosted the economy and was the catalyst for improving the city’s infrastructure. It was a great source of civic pride.Image 1: The International Exhibition Sydney, 1879-1880, supplement to the Illustrated Sydney News Jan. 1880. Image credit: Mitchell Library, State Library of NSW (call no.: DL X8/3)This bird’s eye view of the Garden Palace shows how impressive the main structure was and how much of the Gardens and Domain were occupied by ancillary buildings for the Exhibition. Based on an original drawing by John Thomas Richardson, chief engraver at the Illustrated Sydney News, this lithograph features a key identifying buildings including the Art Gallery, Machinery Hall, and Agricultural Hall. Pens and sheds for livestock can also be seen. The parade ground was used throughout the Exhibition for displays of animals. The first notable display was the International Show of Sheep featuring Australian, French and English sheep; not surprisingly the shearing demonstrations proved to be particularly popular with the community.Approximately 34 countries and their colonies participated in the Exhibition, displaying the very best examples of technology, industry and art laid out in densely packed courts (Barnet n.p.). There were approximately 14,000 exhibits (Official Record c) which included displays of Bohemian glass, tapestries, fine porcelain, fabrics, pyramids of gold, metals, minerals, wood carvings, watches, ethnographic specimens, and heavy machinery. Image 2: “Meet Me under the Dome.” Illustrated Sydney News 1 Nov. 1879: 4. Official records cite that between 19,853 and 24,000 visitors attended the Exhibition on the opening day of 17 September 1879, and over 1.1 million people visited during its seven months of operation. Sizeable numbers considering the population of the colony, at the time, was just over 700,000 (New South Wales Census).The Exhibition helped to create a sense of place and community and was a popular destination for visitors. On crowded days the base of the dome became a favourite meeting place for visitors, so much so that “meet me under the dome” became a common expression in Sydney during the Exhibition (Official Record lxxxiii).Attendance was steady and continuous throughout the course of the Exhibition and, despite exceeding the predicted cost by almost four times, the Exhibition was deemed a resounding success. The Executive Commissioner Mr P.A. Jennings remarked at the closing ceremony:this great undertaking […] marks perhaps the most important epoch that has occurred in our history. In holding this exhibition we have entered into a new arena and a race of progress among the nations of the earth, and have placed ourselves in kindly competition with the most ancient States of the old and new world. (Official Record ciii)Initially the cost of admission was set at 5 shillings and later dropped to 1 shilling. Season tickets for the Exhibition were also available for £3 3s which entitled the holder to unlimited entry during all hours of general admission. Throughout the Exhibition, season ticket holders accounted for 76,278 admissions. The Exhibition boosted the economy and encouraged authorities to improve the city’s services and facilities which helped to build a sense of community as well as pride in the achievement of such a fantastic structure. A steam-powered tramway was installed to transport exhibition-goers around the city, after the Exhibition, the tramway network was expanded and by 1905–1906 the trams were converted to electric traction (Freestone 32).After the exhibition closed, the imposing Garden Palace building was used as office space and storage for various government departments.An Icon DestroyedIn the early hours of 22 September 1882 tragedy struck when the Palace was engulfed by fire (“Destruction of the Garden Palace” 7). The building – and all its contents – destroyed.Image 3: Burning of the Garden Palace from Eaglesfield, Darlinghurst, sketched at 5.55am, Sep 22/82. Image credit: Mitchell Library, State Library of NSW (call no.: SSV/137) Many accounts and illustrations of the Garden Palace fire can be found in contemporary newspapers and artworks. A rudimentary drawing by an unknown artist held by the State Library of New South Wales appears to have been created as the Palace was burning. The precise time and location is recorded on the painting, suggesting it was painted from Eaglesfield, a school on Darlinghurst Road. It purveys a sense of immediacy giving some insight into the chaos and heat of the tragedy. A French artist living in Sydney, Lucien Henry, was among those who attempted to capture the fire. His assistant, G.H. Aurousseau, described the event in the Technical Gazette in 1912:Mister Henry went out onto the balcony and watched until the Great Dome toppled in; it was then early morning; he went back to his studio procured a canvas, sat down and painted the whole scene in a most realistic manner, showing the fig trees in the Domain, the flames rising through the towers, the dome falling in and the reflected light of the flames all around. (Technical Gazette 33-35)The painting Henry produced is not the watercolour held by the State Library of New South Wales, however it is interesting to see how people were moved to document the destruction of such an iconic building in the city’s history.What Was Destroyed?The NSW Legislative Assembly debate of 26 September 1882, together with newspapers of the day, documented what was lost in the fire. The Garden Palace housed the foundation collection of the Technological and Sanitary Museum (the precursor to the Powerhouse Museum, now the Museum of Applied Arts and Sciences), due to open on 1 December 1882. This collection included significant ethnological specimens such as Australian Indigenous artefacts, many of which were acquired from the Sydney International Exhibition. The Art Society of New South Wales had hung 300 paintings in preparation for their annual art exhibition due to open on 2 October of that year, all of these paintings consumed by fire.The Records of the Crown Lands Occupation Office were lost along with the 1881 Census (though the summary survived). Numerous railway surveys were lost, as were: £7,000 worth of statues, between 20,000 and 30,000 plants and the holdings of the Linnean Society offices and museum housed on the ground floor. The Eastern Suburbs Brass Band performed the day before at the opening of the Eastern Suburbs Horticultural Society Flower show; all the instruments were stored in the Garden Palace and were destroyed. Several Government Departments also lost significant records, including the: Fisheries Office; Mining Department; Harbour and Rivers Department; and, as mentioned, the Census Department.The fire was so ferocious that the windows in the terraces along Macquarie Street cracked with the heat and sheets of corrugated iron were blown as far away as Elizabeth Bay. How Did The Fire Start?No one knows how the fire started on that fateful September morning, and despite an official enquiry no explanation was ever delivered. One theory blamed the wealthy residents of Macquarie Street, disgruntled at losing their harbour views. Another was that it was burnt to destroy records stored in the basement of the building that contained embarrassing details about the convict heritage of many distinguished families. Margaret Lyon, daughter of the Garden Palace decorator John Lyon, wrote in her diary:a gentleman who says a boy told him when he was putting out the domain lights, that he saw a man jump out of the window and immediately after observed smoke, they are advertising for the boy […]. Everyone seems to agree on his point that it has been done on purpose – Today a safe has been found with diamonds, sapphires and emeralds, there were also some papers in it but they were considerably charred. The statue of her majesty or at least what remains of it, for it is completely ruined – the census papers were also ruined, they were ready almost to be sent to the printers, the work of 30 men for 14 months. Valuable government documents, railway and other plans all gone. (MLMSS 1381/Box 1/Item 2) There are many eyewitness accounts of the fire that day. From nightwatchman Mr Frederick Kirchen and his replacement Mr John McKnight, to an emotional description by 14-year-old student Ethel Pockley. Although there were conflicting accounts as to where the fire may have started, it seems likely that the fire started in the basement with flames rising around the statue of Queen Victoria, situated directly under the dome. The coroner did not make a conclusive finding on the cause of the fire but was scathing of the lack of diligence by the authorities in housing such important items in a building that was not well-secured a was a potential fire hazard.Building a ReputationA number of safes were known to have been in the building storing valuables and records. One such safe, a fireproof safe manufactured by Milner and Son of Liverpool, was in the southern corner of the building near the southern tower. The contents of this safe were unscathed in contrast with the contents of other safes, the contents of which were destroyed. The Milner safe was a little discoloured and blistered on the outside but otherwise intact. “The contents included three ledgers, or journals, a few memoranda and a plan of the exhibition”—the glue was slightly melted—the plan was a little discoloured and a few loose papers were a little charred but overall the contents were “sound and unhurt”—what better advertising could one ask for! (“The Garden Palace Fire” 5).barrangal dyara (skin and bones): Rebuilding CommunityThe positive developments for Sydney and the colony that stemmed from the building and its exhibition, such as public transport and community spirit, grew and took new forms. Yet, in the years since 1882 the memory of the Garden Palace and its disaster faded from the consciousness of the Sydney community. The great loss felt by Indigenous communities went unresolved.Image 4: barrangal dyara (skin and bones). Image credit: Sarah Morley.In September 2016 artist Jonathan Jones presented barrangal dyara (skin and bones), a large scale sculptural installation on the site of the Garden Palace Building in Sydney’s Royal Botanic Garden. The installation was Jones’s response to the immense loss felt throughout Australia with the destruction of countless Aboriginal objects in the fire. The installation featured thousands of bleached white shields made of gypsum that were laid out to show the footprint of the Garden Palace and represent the rubble left after the fire.Based on four typical designs from Aboriginal nations of the south-east, these shields not only raise the chalky bones of the building, but speak to the thousands of shields that would have had cultural presence in this landscape over generations. (Pike 33)ConclusionSydney’s Garden Palace was a stunning addition to the skyline of colonial Sydney. A massive undertaking, the Palace opened, to great acclaim, in 1879 and its effect on the community of Sydney and indeed the colony of New South Wales was sizeable. There were brief discussions, just after the fire, about rebuilding this great structure in a more permanent fashion for the centenary Exhibition in 1888 (“[From Our Own Correspondents] New South Wales” 5). Ultimately, it was decided that this achievement of the colony of New South Wales would be recorded in history, gifting a legacy of national pride and positivity on the one hand, but on the other an example of the destructive colonial impact on Indigenous communities. For many Sydney-siders today this history is as obscured as the original foundations of the physical building. What we build—iconic structures, civic pride, a sense of community—require maintenance and remembering. References“Among the Machinery.” The Sydney Mail and New South Wales Advertiser 10 Jan. 1880: 70-71.Aurousseau, G.H. “Lucien Henry: First Lecturer in Art at the Sydney Technical College.” Technical Gazette 2.III (1912): 33-35.Barnet, James. International Exhibition, Sydney, 1880: References to the Plans Showing the Space and Position Occupied by the Various Exhibits in the Garden Palace. Sydney: Colonial Architect’s Office, 1880.“A ‘Bohemian’s’ Holiday Notes.” The Singleton Argus and Upper Hunter General Advocate 23 Apr. 1879: 2.Census Department. New South Wales Census. 1881. 3 Mar. 2017 <http://hccda.ada.edu.au/pages/NSW-1881-census-02_vi>. “Destruction of the Garden Palace.” Sydney Morning Herald 23 Sep. 1882: 7.Freestone, Robert. “Space Society and Urban Reform.” Colonial City, Global City, Sydney’s International Exhibition 1879. Eds. Peter Proudfoot, Roslyn Maguire, and Robert Freestone. Darlinghurst, NSW: Crossing P, 2000. 15-33.“[From Our Own Correspondents] New South Wales.” The Age (Melbourne, Vic.) 30 Sep. 1882: 5.“The Garden Palace Fire.” Sydney Morning Herald 25 Sep. 1882: 5.Illustrated Sydney News and New South Wales Agriculturalist and Grazier 1 Nov. 1879: 4.“International Exhibition.” Australian Town and Country Journal 15 Feb. 1879: 11.Kent, H.C. “Reminiscences of Building Methods in the Seventies under John Young. Lecture.” Architecture: An Australian Magazine of Architecture and the Arts Nov. (1924): 5-13.Lyon, Margaret. Unpublished Manuscript Diary. MLMSS 1381/Box 1/Item 2.New South Wales, Legislative Assembly. Debates 22 Sep. 1882: 542-56.Notes on the Sydney International Exhibition of 1879. Melbourne: Government Printer, 1881.Official Record of the Sydney International Exhibition 1879. Sydney: Government Printer, 1881.Pike, Emma. “barrangal dyara (skin and bones).” Jonathan Jones: barrangal dyara (skin and bones). Eds. Ross Gibson, Jonathan Jones, and Genevieve O’Callaghan. Balmain: Kaldor Public Arts Project, 2016.Pont, Graham, and Peter Proudfoot. “The Technological Movement and the Garden Palace.” Colonial City, Global City, Sydney’s International Exhibition 1879. Eds. Peter Proudfoot, Roslyn Maguire, and Robert Freestone. Darlinghurst, NSW: Crossing Press, 2000. 239-249.“View from the Lantern of the Dome of the Exhibition.” Illustrated Sydney News and New South Wales Agriculturalist and Grazier 9 Aug. 1879: 8.