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Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults' driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

Stroke can adversely affect the coordination and judgement of drivers due to executive dysfunction, which is relatively common in the post-stroke population but often undetected. Quantitatively examining vehicle control performance in post-stroke driving becomes essential to inspect whether and where post-stroke older drivers are risky. To date, it is unclear as to which indicators, such as lane keeping or speed control, can differentiate the driving performance of post-stroke older drivers from that of normal (neurotypical) older drivers. By employing a case-control design using advanced vehicle movement tracking and analysis technology, this pilot study aimed to compare the variations in driving trajectory, lane keeping and speed control between the two groups of older drivers using spatial and statistical techniques. The results showed that the mean standard deviation of lane deviation (SDLD) in post-stroke participants was higher than that of normal participants in complex driving tasks (U-turn and left turn) but almost the same in simple driving tasks (straight line sections). No statistically significant differences were found in the speed control performance. The findings indicate that, although older drivers can still drive as they need to after a stroke, the decline in cognitive abilities still imposes a higher cognitive workload and more effort for post-stroke older drivers. Future studies can investigate post-stroke adults driving behaviour at more challenging driving scenarios or design driving intervention programs to improve their executive function in driving.

© 2019, Springer Science+Business Media, LLC, part of Springer Nature. Ridesourcing services have emerged as an alternative transit option for commuters in metropolitan areas. Western Australia has exhibited the highest growth of ridesourcing services as compared to the other regions of Australia. Although the ridesourcing services have attracted a considerable number of riders, whether such services meet the demand still remains a major concern. The introduction of a pricing strategy, ‘surge pricing’, in order to attract drivers during peak hours has led to concerns related to congestion and emissions. Therefore, it is required to devise strategies to determine the optimal distribution of vehicles in order to meet the spatio-temporal demand of the ridesourcing services. Therefore, this study would develop a simulation model to determine the optimal allocation of drivers to converge to demand through simulation through the principles of Cellular Automata (CA) Theory in order to minimise the drivers and riders’ waiting time and overall travel distance of drivers. The boundary conditions for the simulation would be updated through the feedbacks of drivers and riders based on the field survey. The model would be validated through the open-sourced historical data provided by the Perth Uber Company.

There is an on-going interest in measuring land use accessibility in urban areas. The transport geography and land use planning literature often tend to focus on job accessibility, and by a specific (usually motorised) travel mode, with little effort being made towards understanding the accessibility of other key destinations and their spatial equity within the urban structure. Furthermore, a lot of these studies use complex measures that are difficult to interpret and incorporate into planning and transport policies. This study employs a simple but powerful, policy friendly ‘accessible-opportunities’ approach to examine the relative accessibility and spatial equity of five key urban land uses in Perth, Australia. Comparisons are drawn between the accessibility of different land uses, as well as between access by private car and public transport, the two major travel modes in the Perth metropolitan region. The results show that jobs have the highest accessibility compared to other destination types, but poor spatial equity as outer suburbs are very poorly served (low/no job accessibility). Primary & secondary education and shopping are the most spatially equitable destinations. The results also highlight the poor accessibility provided by public transport and its inability to compete with the private car regardless of the trip purpose. Generally, the outer suburbs are under-served as services are concentrated in inner city areas. Given that more new developments have occurred in fringe areas than inner areas in recent years, increasingly more people are being disadvantaged.

Introduction: Safe driving constantly challenges the driver’s ability to respond to the dynamic traffic scene under space and time constraints. It is of particular importance for older drivers to perform sufficient visual and motor actions with effective coordination due to the fact of age-related cognitive decline. However, few studies have been able to integrate drivers’ visual-motor behaviours with environmental information in a spatial-temporal context and link to the cognitive conditions of individual drivers. Little is known about the mechanisms that underpin the deterioration in visual-motor coordination of older drivers. Development: Based on a review of driving-related cognitive decline in older adults and the context of driver-vehicle-environment interactions, this paper established a conceptual framework to identify the parameters of driver’s visual and motor behaviour, and reveal the cognitive process from visual search to vehicle control in driving. The framework led to a psycho-geoinformatics approach to measure older drivers’ driving behaviours and investigate the underlying cognitive mechanisms. The proposed data collection protocol and the analysis and assessments depicted the psycho-geoinformatics approach on obtaining quantified variables and the key means of analysis, as well as outcome measures. Conclusions: Recordings of the driver and their interactions with the vehicle and environment at a detailed scale give a closer assessment of the driver’s behaviours. Using geoinformatics tools in driving behaviours assessment opens a new era of research with many possible analytical options, which do not have to rely on human observations. Instead, it receives clear indicators of the individual drivers’ interactions with the vehicle and the traffic environment. This approach should make it possible to identify lower-performing older drivers and problematic visual and motor behaviours, and the cognitive predictors of risky driving behaviours. A better ta

This paper presents a novel spatial market segmentation method to determine key user groups of a train station (such as gender, age and access mode), based on the size and shape of the station catchment area of each group. Two new indices–area ratio and composite ratio–are developed to quantify the importance of user groups for a train station. This method is applied to identify key user groups at seven train stations in Perth, Western Australia. The study offers a new way to explore the travel behaviour of train users and provides insights for rail transport planning and marketing.

The correlation of spatial variation in land surface temperature with building height and density in Zhongshan District, Dalian, China, is investigated over the period 2003-2013. We utilize remote sensing data and multisource land-use data, which we evaluate using a combination of a single-window algorithm and correlation analysis. The results show that: 1) during 2003-2013, the number of high surface temperature regions increased by 4339 grid cells (out of a total of 53 601), with most of the high-temperature grid cells distributed along Jiefang Road and Zhongnan Road in the northern part of Zhongshan District. Ninety-eight percent of grid cells had temperature ranges of 293-309 K in July 2003, 296-310 K in August 2003, 295-308 K in July 2008, 296-311 K in August 2008, 305-314 K in July 2013, and 303-318 K in August 2013; 2) during 2003-2008, the number of low-rise buildings increased by 140%, and the number of multistory buildings increased by 100%. During 2008-2013, the number of buildings in all height categories remained relatively unchanged, with the exception of an 11% decrease in the number of low-rise buildings; 3) surface temperature showed weak correlation with building height (0.314, 0.346, and 0.361 in 2003, 2008, and 2013, respectively) but moderate correlation with building density (0.511, 0.533, and 0.563, respectively).

© 2018 In this study, a green space classification system for urban fringes was established based on multisource land use data from Ganjingzi District, China (2000–2015). The purpose of this study was to explore the spatiotemporal variation of green space landscapes and ecosystem service values (ESV). During 2006–2015, as urbanization advanced rapidly, the green space area decreased significantly (359.57 to 213.46 km2), the ESV decreased from 397.42 to 124.93 million yuan, and the dynamic degrees of ESV variation were always <0. The green space large plaque index and class area both declined and the number of plaques and plaque density increased, indicating green space landscape fragmentation. The dynamic degrees of ESV variation in western and northern regions (with relatively intensive green space distributions) were higher than in the east. The ESV for closed forestland and sparse woodland had the highest functional values of ecological regulation and support, whereas dry land and irrigated cropland provided the highest functional values of production supply. The findings of this study are expected to provide support for better construction practices in Dalian and for the improvement of the ecological environment.

Visual information for a driver is predominant during driving. Linking drivers' visual search patterns with motor behaviour helps understand how drivers perceived spatial and hazardous information to regulate their physical movements. Visual-motor coordination performance can be a sensitive indicator for driver competency assessment. Due to age-related cognitive decline, older drivers are likely inefficient in visual-motor coordination. While poor visual-motor coordination can cause risky behaviour behind the wheel, it is yet challenging to examine it owing to the complexity of driving behaviour. By reviewing how vision guides driving, we proposed a gaze-based integrated driving assessment approach. The empirical data were from 38 older drivers aged 60 to 81 years, who completed an on-road driving assessment recorded by eye tracking and vehicle movement tracking. Their visual search attributes were extracted from eye tracking video frames and linked to vehicle positions. Driving data, drivers' cognitive condition and driving section were encapsulated into an integrated database, allowing interrogating multi-faceted driver-vehicle-environment interactions. Exploratory analysis results show that older drivers' performed different visual search patterns at roundabout and intersection manoeuvres. Older drivers with better executive function skills performed more frequent eye fixations on the curves and inside vehicle features. The investigation of visual-motor coordination performance demonstrated the feasibility and effectiveness of using the integrated approach in assessing older drivers' performance.

© 2018 Elsevier Ltd. Older drivers experience difficulties in lane maintenance under challenging driving sections due to age-related cognitive declines, yet there is little comprehensive evidence on associations between cognitive functions and the lane maintenance i n this population. In this study, fifty older drivers completed an on-road driving assessment and a battery of standard neuropsychological tests. Mean Lane Position (MLP), Standard Deviation of Lane Position (SDLP) and manoeuvre time calculated from precise vehicle movement trajectories were used as the lane maintenance parameters. The GNSS tracking vehicle movement presents comprehensive and reliable vehicle position data, which is more sensitive for detecting subtle variations of lane maintenance in older drivers. Statistical analysis results show that lower visual attention (selective and divided attention) was associated with higher MLP and SDLP; MLP was also correlated to spatial abilities, executive function, and motor speed; manoeuvre time was negatively correlated with drivers’ risk-taking personality (all p < .01). Selective attention was found to be the best predictor of MLP in lane maintenance. A combined eight variables from three neuropsychological tests, UFOV 2 and 3, BD and BJLO, D-KEFS TMT 1, 2, 3, and 4, correctly classified 80.4% of participants with good versus low-performing lane maintenance.

© 2018 Elsevier Ltd The aviation industry in Western Australia (WA) plays a vital role in the economic and social development of the state. However, accurate forecasts for passenger movements are not available to policy makers due to lack of relevant air travel demand information. The objective of this study is to estimate the domestic air passenger seat numbers between airport-pairs based on online flight information in regional WA based on a gravity model using Poisson pseudo-maximum likelihood estimation (PPML). Particularly, we aim to investigate the impact of distance, airfare, catchment areas, population, tourism and mining sector on forecasting air passenger seat numbers in order to inform and guide policy making. This research collected appropriate data and produced valid models that represent air passenger seat numbers offered on regular public transport (RPT) air services in regional WA. The models consider both geographic and service-related variables, such as the catchment area of airports, population and number of tourists in the airport's catchment area. Two kinds of airport catchment areas are generated in this study, based on Thiessen polygon and two and half hours’ driving distance. The Thiessen polygon catchment areas cover the whole WA regions, while the 2.5 h's driving catchment area covers only 32 percent of the WA region. The size of the catchment area can affect the magnitude of factors, and therefore influence the modelling results. When deciding the catchment area for the study, it is important to take the spatial distribution of factors into considerations. For both Thiessen polygon and two and half hours’ driving distance catchment area, the model results illustrate that distance between airports, airfare of the flight, population of the origin airport's catchment area and the number of operating mine sites of the destination airport's catchment area are significantly correlated with domestic air travel seat capacity provided. Given the gu

Australia is a vast country with an average distance of 1911 km between its eight state capital cities. The quantitative impact of this distance on collaboration practices between Australian universities and between different types of Australian universities has not been examined previously and hence our knowledge about the spatial distribution effects, if any, on collaboration practices and opportunities is very limited. The aim of the study reported here was therefore to analyse the effect of distance on the collaboration activities of humanities, arts and social science scholars in Australia, using co-authorship as a proxy for collaboration. In order to do this, gravity models were developed to determine the distance effects on external collaboration between universities in relation to geographic region and institutional alliance of 25 Australian universities. Although distance was found to have a weak impact on external collaboration, the strength of the research publishing record within a university (internal collaboration) was found to be an important factor in determining external collaboration activity levels. This finding would suggest that increasing internal collaboration within universities could be an effective strategy to encourage external collaboration between universities. This strategy becomes even more effective for universities that are further away from each other. Establishing a hierarchical structure of different types of universities within a region can optimise the location advantage in the region to encourage knowledge exchange within that region. The stronger network could also attract more collaboration between networks.

© 2018 Elsevier Ltd. Background: Negotiating intersections is one of the principal concerns for older drivers as it requires precision and efficiency in visual-motor coordination (VMC). The complex intersection manoeuvre places high demands on visual perception, attention, motor control and executive functioning. Understanding the relationship between VMC and cognitive abilities in older drivers is important, but yet to be systematically explored. Methods: We recorded 38 older adults’ driving manoeuvre at intersections using eye tracking and advanced surveying positioning technologies. VCM performance of the participants were indexed using multiple parameters of visual and motor behaviors with a Data Envelopment Analysis (DEA) model. Participants also performed a battery of cognitive tests of visual attention, spatial abilities, visual-motor speed and executive functions. Results: Significant correlations were identified between VMC performance and eight cognitive measurements: UFOV 2 and 3, Block Design, Benton's JLO, D-KEFS TMT 1, 2, 3 and 4. Cognitive tests measuring selective attention, spatial ability and executive function were found to be the best predictors for VMC performance. Conclusions: Specific cognitive abilities in older drivers were associated with poorer VMC at intersections. VMC assessment can be used to identify risky older drivers and their problematic behaviors. In the future, tailored VMC evaluations and intervention programs may be developed to improve older drivers’ safety behind the wheel.

Vehicle movement trajectory recorded by GPS maps the vehicle's lane position in time sequence, therefore theoretically can be used to assess driving behaviour. However, the data quality level which can be achieved for vehicle movement tracking by different GPS receivers and positioning techniques hasn't been fully explored and documented. This study systematically validated the efficacy of GPS recording vehicle movement using different types of receivers and positioning techniques. The receivers include both recreational and professional devices; the positioning techniques refer to Single Point Positioning (SPP), Differential GPS (DGPS) and Real-time kinematic (RTK) solutions. The field trials tested the positioning accuracy as well as the quality of trajectory tracking by comparing the recorded positions to benchmarks. The study findings indicate that vehicle movement trajectories recorded by recreational-grade GPS receivers can only match other spatial information at low resolution, which is limited to the assessment of wayfinding and navigation behaviour. In contrast, the SPP, DGPS and RTK techniques undertaken by professional receivers can raise horizontal accuracy to the metre, decimetre, and centimetre level respectively. For under open sky road driving, the RTK solution generated accurate and precise vehicle movement trajectories sufficient for extracting vehicle lane position, speed, acceleration/deceleration, so as to detect detailed driving events and quantitatively assess individual driver behaviour. This paper serves as a critical reference for other researchers on the different types of GPS receivers and solutions prior to engaging a GPS in their studies. © 2016 Hong Kong Society for Transportation Studies.

Vehicle movement trajectory recorded by GPS maps the vehicle's lane position in time sequence, therefore theoretically can be used to assess driving behaviour. However, the data quality level which can be achieved for vehicle movement tracking by different GPS receivers and positioning techniques hasn't been fully explored and documented. This study systematically validated the efficacy of GPS recording vehicle movement using different types of receivers and positioning techniques. The receivers include both recreational and professional devices; the positioning techniques refer to Single Point Positioning (SPP), Differential GPS (DGPS) and Real-time kinematic (RTK) solutions. The field trials tested the positioning accuracy as well as the quality of trajectory tracking by comparing the recorded positions to benchmarks. The study findings indicate that vehicle movement trajectories recorded by recreational-grade GPS receivers can only match other spatial information at low resolution, which is limited to the assessment of wayfinding and navigation behaviour. In contrast, the SPP, DGPS and RTK techniques undertaken by professional receivers can raise horizontal accuracy to the metre, decimetre, and centimetre level respectively. For under open sky road driving, the RTK solution generated accurate and precise vehicle movement trajectories sufficient for extracting vehicle lane position, speed, acceleration/deceleration, so as to detect detailed driving events and quantitatively assess individual driver behaviour. This paper serves as a critical reference for other researchers on the different types of GPS receivers and solutions prior to engaging a GPS in their studies.

© 2017 The Authors. Published by Elsevier B.V. It is increasingly recognised that park and ride (PnR) is an efficient travel mode joining private car with public transport system for providing low carbon emissions and better social equity. Departure train stations, as a transfer point of the travel mode, are paid more attention by commuters. This paper presents non-linear multinomial logit station choice models for understanding train station choice under travel time unreliability. A research framework about station choice under uncertainty is established based on discrete choice theory, cumulative prospect theory and mean-variance approach. Four weighting functions were tested for the station choice model. The data used to capture PnR users' choice behaviour under uncertainty was collected based on a stated preference experiment designed for D-efficiency and the travel time to the station was obtained from revealed preference data. The results showed that the non-linear MNL model with GE risky weighting function fits the data best. From the model, the respondents' attitude towards travel time variability was identified as risk averse. In addition, PnR users who have experienced greater travel time variations could tend to be more risk averse towards their station choice under travel time variability than those who have experienced less travel time variations.

This paper reports on the first large-scale quantitative investigation into collaboration, demonstrated in co-authorship, by Australian humanities, arts and social sciences (HASS) researchers. Web of Science data were extracted for Australian HASS publications, with a focus on the softer social sciences, over the period 2004 – 2013. The findings show that collaboration has increased over the last ten years, with strong intra-region collaboration concentrated on the east coast of Australia. International collaboration occurred most frequently with English speaking countries at vast distances from Australia. On average, fields in the social sciences collaborated at higher rates and attracted higher citations than humanities fields, but co-authorship of any kind was likely to increase citation rates. The results provide a snapshot of collaboration by Australian HASS authors in this time period and can be used as a benchmark to explore collaboration patterns in the future.

Visual capacity generally declines as people age, yet its impact on the visual search patterns along sections of different road during actual driving still remains undocumented. This on-road driving study simultaneously recorded 30 older drivers' eye movement and precise vehicle movement trajectories. The vehicle positions were linked to every identified eye fixation for each individual driver, so that the locations of the driver's gaze origin in geo-spatial coordinates were obtained. Spatial distribution pattern of drivers' eye fixations were then mapped and analysed. In addition, the associations between older drivers' visual ca-pacity (processing speed, divided and selective attention) and their eye fixation patterns in various driving manoeuvres were investigated. The results indicate that driving scenarios have a significant impact on older drivers' visual patterns. Older drivers performed more frequent eye fixations at roundabouts, while they tended to fixate on certain objects for longer periods during straight road driving. The key findings show that the processing speed and divided attention of older drivers were associated with their eye fixations at complex right-turns; drivers with a lower capacity in selective attention performed less frequent eye fixations at roundabouts. This study has also demonstrated that visualisation and spatial sta-tistics are effective and intuitive approaches to eye movement analysis.

Visual capacity generally declines as people age, yet its impact on the visual search patterns along sections of different road during actual driving still remains undocumented. This on-road driving study simultaneously recorded 30 older drivers' eye movement and precise vehicle movement trajectories. The vehicle positions were linked to every identified eye fixation for each individual driver, so that the locations of the driver's gaze origin in geo-spatial coordinates were obtained. Spatial distribution pattern of drivers' eye fixations were then mapped and analysed. In addition, the associations between older drivers' visual ca-pacity (processing speed, divided and selective attention) and their eye fixation patterns in various driving manoeuvres were investigated. The results indicate that driving scenarios have a significant impact on older drivers' visual patterns. Older drivers performed more frequent eye fixations at roundabouts, while they tended to fixate on certain objects for longer periods during straight road driving. The key findings show that the processing speed and divided attention of older drivers were associated with their eye fixations at complex right-turns; drivers with a lower capacity in selective attention performed less frequent eye fixations at roundabouts. This study has also demonstrated that visualisation and spatial sta-tistics are effective and intuitive approaches to eye movement analysis.

Although there has been a significant focus on evaluating accessibility to facilities, the differences between age groups and/or mode of access to train stations is less clear. This paper compares perceived and measured accessibility to train stations among three age groups: young adults (18-24), middle aged adults (25-59) and elderly adults (60+) and three travel modes, Park and Ride (PnR), Bus and Ride (BnR) and Walk and Ride (WnR). The study focuses on the Greenwood railway station, Perth, Australia. Measured accessibility was lower than perceived accessibility for all three age groups. Both perceived and measured accessibility to train stations were lower for the elderly than the other groups. The catchment area of elderly PnR users was also the smallest. Middle aged adults evaluated accessibility (perceived) by WnR the highest. Young adults were found to have a larger PnR catchment area than other groups. Inadequate accessibility to Greenwood Station for different age groups and by different travel modes were identified, which can be used as a decision-making aid by practitioners and station managers for improving accessibility for these cohorts. The techniques used are directly transferable to the study of other stations.

Visual capacity generally declines as people age, yet its impact on the visual search patterns along sections of different road during actual driving still remains undocumented. This on-road driving study simultaneously recorded 30 older drivers' eye movement and precise vehicle movement trajectories. The vehicle positions were linked to every identified eye fixation for each individual driver, so that the locations of the driver's gaze origin in geo-spatial coordinates were obtained. Spatial distribution pattern of drivers' eye fixations were then mapped and analysed. In addition, the associations between older drivers' visual ca-pacity (processing speed, divided and selective attention) and their eye fixation patterns in various driving manoeuvres were investigated. The results indicate that driving scenarios have a significant impact on older drivers' visual patterns. Older drivers performed more frequent eye fixations at roundabouts, while they tended to fixate on certain objects for longer periods during straight road driving. The key findings show that the processing speed and divided attention of older drivers were associated with their eye fixations at complex right-turns; drivers with a lower capacity in selective attention performed less frequent eye fixations at roundabouts. This study has also demonstrated that visualisation and spatial sta-tistics are effective and intuitive approaches to eye movement analysis.

Visual capacity generally declines as people age, yet its impact on the visual search patterns along sections of different road during actual driving still remains undocumented. This on-road driving study simultaneously recorded 30 older drivers' eye movement and precise vehicle movement trajectories. The vehicle positions were linked to every identified eye fixation for each individual driver, so that the locations of the driver's gaze origin in geo-spatial coordinates were obtained. Spatial distribution pattern of drivers' eye fixations were then mapped and analysed. In addition, the associations between older drivers' visual ca-pacity (processing speed, divided and selective attention) and their eye fixation patterns in various driving manoeuvres were investigated. The results indicate that driving scenarios have a significant impact on older drivers' visual patterns. Older drivers performed more frequent eye fixations at roundabouts, while they tended to fixate on certain objects for longer periods during straight road driving. The key findings show that the processing speed and divided attention of older drivers were associated with their eye fixations at complex right-turns; drivers with a lower capacity in selective attention performed less frequent eye fixations at roundabouts. This study has also demonstrated that visualisation and spatial sta-tistics are effective and intuitive approaches to eye movement analysis.

Vehicle-driving in real traffic can be considered as a human-machine system involving not only the attribute of the vehicle movement but also the human visual perception, cognition and motion of the driver. The study of driving behaviours, therefore, would integrate information related to driver psychology, vehicle dynamics and road information in order to tackle research questions concerning driving safety. This paper describes a conceptual framework and an integrated GIS data model of a visual-motor coordination model (VMCM) to investigate drivers' driving behaviour via the combination of vision tracking and vehicle positioning. The eye tracker recorded eye fixations and duration on video images to exhibit the drivers' visual search pattern and the traffic scenes. Real-time kinematic (RTK) post-processing of multi-GNSS (global navigation satellite system) tracking generated the vehicle movement trajectory at centimeter-level accuracy, which encompasses precise lateral positioning and speed control parameters of driving behaviours. The eye fixation data were then geocoded and linked to the vehicle movement trajectory to represent the VMCM on the GIS platform. An implementation prototype of the framework and the VMCM for a study of older drivers is presented in this paper. The spatial-temporal visualisation and statistical analysis based on the VMCM data-set allow for a greater insight into the inherent variability of older drivers' visual search and motor behaviours. The research framework has demonstrated a discriminant and ecologically valid approach in driving behaviour assessment, which can also be used in studies for other cohort populations with modified driving scenarios or experiment designs.

Visual capacity generally declines as people age, yet its impact on the visual search patterns along sections of different road during actual driving still remains undocumented. This on-road driving study simultaneously recorded 30 older drivers' eye movement and precise vehicle movement trajectories. The vehicle positions were linked to every identified eye fixation for each individual driver, so that the locations of the driver's gaze origin in geo-spatial coordinates were obtained. Spatial distribution pattern of drivers' eye fixations were then mapped and analysed. In addition, the associations between older drivers' visual ca-pacity (processing speed, divided and selective attention) and their eye fixation patterns in various driving manoeuvres were investigated. The results indicate that driving scenarios have a significant impact on older drivers' visual patterns. Older drivers performed more frequent eye fixations at roundabouts, while they tended to fixate on certain objects for longer periods during straight road driving. The key findings show that the processing speed and divided attention of older drivers were associated with their eye fixations at complex right-turns; drivers with a lower capacity in selective attention performed less frequent eye fixations at roundabouts. This study has also demonstrated that visualisation and spatial sta-tistics are effective and intuitive approaches to eye movement analysis.

Visual capacity generally declines as people age, yet its impact on the visual search patterns along sections of different road during actual driving still remains undocumented. This on-road driving study simultaneously recorded 30 older drivers' eye movement and precise vehicle movement trajectories. The vehicle positions were linked to every identified eye fixation for each individual driver, so that the locations of the driver's gaze origin in geo-spatial coordinates were obtained. Spatial distribution pattern of drivers' eye fixations were then mapped and analysed. In addition, the associations between older drivers' visual ca-pacity (processing speed, divided and selective attention) and their eye fixation patterns in various driving manoeuvres were investigated. The results indicate that driving scenarios have a significant impact on older drivers' visual patterns. Older drivers performed more frequent eye fixations at roundabouts, while they tended to fixate on certain objects for longer periods during straight road driving. The key findings show that the processing speed and divided attention of older drivers were associated with their eye fixations at complex right-turns; drivers with a lower capacity in selective attention performed less frequent eye fixations at roundabouts. This study has also demonstrated that visualisation and spatial sta-tistics are effective and intuitive approaches to eye movement analysis.

Visual capacity generally declines as people age, yet its impact on the visual search patterns along sections of different road during actual driving still remains undocumented. This on-road driving study simultaneously recorded 30 older drivers' eye movement and precise vehicle movement trajectories. The vehicle positions were linked to every identified eye fixation for each individual driver, so that the locations of the driver's gaze origin in geo-spatial coordinates were obtained. Spatial distribution pattern of drivers' eye fixations were then mapped and analysed. In addition, the associations between older drivers' visual ca-pacity (processing speed, divided and selective attention) and their eye fixation patterns in various driving manoeuvres were investigated. The results indicate that driving scenarios have a significant impact on older drivers' visual patterns. Older drivers performed more frequent eye fixations at roundabouts, while they tended to fixate on certain objects for longer periods during straight road driving. The key findings show that the processing speed and divided attention of older drivers were associated with their eye fixations at complex right-turns; drivers with a lower capacity in selective attention performed less frequent eye fixations at roundabouts. This study has also demonstrated that visualisation and spatial sta-tistics are effective and intuitive approaches to eye movement analysis.

Driving along any rural road within Western Australia involves some level of uncertainty about encountering an animal whether it is wildlife, farm stock or domestic. This level of uncertainty can vary depending on factors such as the surrounding land use, water source, geometry of the road, speed limits and signage. This paper aims to model the risk of animal–vehicle crashes (AVCs) on a segmented highway. A hierarchical Bayesian model involving multivariate Poisson lognormal regression is used in establishing the relationship between AVCs and the contributing factors. Findings of this study show that farming on both sides of a road, a mixture of farming and forest roadside vegetation and roadside vegetation have significant positive effect on AVCs, while speed limits and horizontal curves indicate a negative effect. AVCs consist of both spatial- and segment-specific contributions, even though the spatial random error does not dominate model variability. Segment 15 is identified as the highest risk segment and its nearby segments also exhibit high risk.

Transport-related social exclusion is a complex issue. It can be studied from a variety of angles, be influenced by a number of factors, and affect diverse population groups. This study investigates transport-related social exclusion from a multi-dimensional view. Transport inequity was measured based on different development stages of a region using the Lorenz Curve and Gini index, and compared socio-economic characteristics, such as housing affordability, employment self-sufficiency, urban sprawl, and transport-mode share at different degrees of spatial aggregation. Two hierarchical spatial aggregation levels are used: (1) Sydney – Perth; (2) Inner – Middle – Outer sectors. Spatial gaps of transport-related social exclusion are identified for both cities and a number of policy implications are considered to provide suggestions to improve transport-related social inclusion in both cities.

A train station catchment area delineates the spatial territory from which the users of a train station are drawn. The size and shape of this catchment can be influenced by a variety of factors, such as the transport network, the location of stations and the service quality they offer, as well as the land use density and diversity in the transport corridor. Although numerous studies have been conducted to understand the size of catchment areas, limited research has focused on determining the spatial boundary (shape) of train station catchments. This paper develops a framework for deriving a spatial boundary of a Park and Ride (PnR) catchment area by incorporating the Huff model and Geographic Information Systems (GIS) technologies. The approach is staged, firstly determining the PnR station choice as a function of the attractiveness of a train station and the cost of access between the origin (such as a suburb) and the destination of a trip (such as the Perth CBD). Linear referencing method is then applied to re-define the origins to train stations based on the derived station choice probability. Finally, the spatial boundary of a catchment area is determined according to the adjusted origins, using GIS technologies. The model outputs were evaluated against licence plate survey of station users, where the Kappa coefficient (0.74) and overall accuracy (0.88) statistic suggested that the model's results are robust. The paper then shows how catchment area data can be used to better manage travel demand and plan design solutions aimed at increased accessibility to train stations.

Although there has been a significant focus on evaluating accessibility to facilities, the differences between age groups and/or mode of access to train stations is less clear. This paper compares perceived and measured accessibility to train stations among three age groups: young adults (18-24), middle aged adults (25-59) and elderly adults (60+) and three travel modes, Park and Ride (PnR), Bus and Ride (BnR) and Walk and Ride (WnR). The study focuses on the Greenwood railway station, Perth, Australia. Measured accessibility was lower than perceived accessibility for all three age groups. Both perceived and measured accessibility to train stations were lower for the elderly than the other groups. The catchment area of elderly PnR users was also the smallest. Middle aged adults evaluated accessibility (perceived) by WnR the highest. Young adults were found to have a larger PnR catchment area than other groups. Inadequate accessibility to Greenwood Station for different age groups and by different travel modes were identified, which can be used as a decision-making aid by practitioners and station managers for improving accessibility for these cohorts. The techniques used are directly transferable to the study of other stations.

The public have used Twitter world wide for expressing opinions. This study focuses on spatio-temporal variation of georeferenced Tweets’ sentiment polarity, with a view to understanding how opinions evolve on Twitter over space and time and across communities of users. More specifically, the question this study tested is whether sentiment polarity on Twitter exhibits specific time-location patterns. The aim of the study is to investigate the spatial and temporal distribution of georeferenced Twitter sentiment polarity within the area of 1 km buffer around the Curtin Bentley campus boundary in Perth, Western Australia. Tweets posted in campus were assigned into six spatial zones and four time zones. A sentiment analysis was then conducted for each zone using the sentiment analyser tool in the Starlight Visual Information System software. The Feature Manipulation Engine was employed to convert non-spatial files into spatial and temporal feature class. The spatial and temporal distribution of Twitter sentiment polarity patterns over space and time was mapped using Geographic Information Systems (GIS). Some interesting results were identified. For example, the highest percentage of positive Tweets occurred in the social science area, while science and engineering and dormitory areas had the highest percentage of negative postings. The number of negative Tweets increases in the library and science and engineering areas as the end of the semester approaches, reaching a peak around an exam period, while the percentage of negative Tweets drops at the end of the semester in the entertainment and sport and dormitory area. This study will provide some insights into understanding students and staff ’s sentiment variation on Twitter, which could be useful for university teaching and learning management.

In recent years, many driving studies in the traffic safety literature have undertaken error assessments of driver behaviour. However, few studies have been able to analyse the detailed individual vision and motor behaviours of drivers, due to the lack of reliable data and available technologies. Therefore, little is currently known about drivers' visual-motor coordination involving the use of visual information to regulate their physical movements. This research sets-up a technical framework to investigate on-road drivers' visual-motor coordination via vision tracking and vehicle positioning. The driving behaviour and performance were recorded and analysed using Eye Movement Tracking, Global Navigation Satellite System (GNSS) and Geographic Information Systems (GIS). The eye tracker recorded eye fixations and duration on video images to analyse the visual pattern of individual drivers. Real-time kinematic (RTK) post-processing of multi-GNSS generated vehicle movement trajectory at centimetre-level accuracy horizontally, which encompasses precise lateral positioning, speed and acceleration parameters of driving behaviours. The eye fixation data was then geocoded and synchronised with the vehicle movement trajectory in order to investigate the visual-motor coordination of the drivers. A prototype of implementation of the framework focusing on complex U-turn manoeuvre at a roundabout in five older drivers was presented in this paper. The visualisation of spatial-temporal patterns of visual-motor coordination for individual drivers allows for a greater insight to behaviour assessment. The on-road driving test in this study has also demonstrated a discriminant and ecologically valid approach in driving behaviour assessment, which can be used in studies with other cohort populations

This paper explores the equity distribution of public transport for three separate disadvantaged cohorts including elderly residents, low-income households and no-car households for Perth, Western Australia. It also undertakes a city-wide equity analysis of Perth and compares this with a published analysis for Melbourne. Overall the public transport distribution of the three socially disadvantaged groups was identified to be less equitable when compared to the population as a whole. The elderly had the most inequitable distribution of population relative to other cohorts. Perth's population exhibits a 0.52 Gini coefficient suggesting a relatively unequal spatial distribution of services to the population. However, this is much better than Melbourne (at 0.68). Results imply that 70% of Perth's population have only 33% of services supplied, whilst in Melbourne this figure was 19%. Policy implications and areas for future research in this field were identified.

This paper establishes a framework for linking research and teaching (LRT) by developing industry-oriented student projects based on work-integrated learning theory (WIL). The major components of the WIL experiences and their relationships are identified. The scope of student projects may vary from a minor assignment project to a medium submission, such as a final year or honours project, to a more complex research undertaking, such as a Master or PhD project. A range of practical examples for linking research and teaching and work-integrated learning (LRT-WIL) are described. This study demonstrates that by synthesising work-integrated learning, research and teaching, a win-win situation is created for students, academics and industry partners.

Vehicle-driving in real traffic can be considered as a human-machine system involving not only the attribute of the vehicle movement but also the human visual perception, cognition and motion of the driver. The study of driving behaviours, therefore, would integrate information related to driver psychology, vehicle dynamics and road information in order to tackle research questions concerning driving safety. This paper describes a conceptual framework and an integrated GIS data model of a visual-motor coordination model (VMCM) to investigate drivers’ driving behaviour via the combination of vision tracking and vehicle positioning. The eye tracker recorded eye fixations and duration on video images to exhibit the driver’s visual search pattern and the traffic scenes. Real-time kinematic (RTK) post-processing of multi-GNSS (global navigation satellite system) tracking generated the vehicle movement trajectory at centimeter-level accuracy, which encompasses precise lateral positioning and speed control parameters of driving behaviours. The eye fixation data were then geocoded and linked to the vehicle movement trajectory to represent the VMCM on the GIS platform. An implementation prototype of the framework and the VMCM for a study of older drivers is presented in this paper. The spatial-temporal visualisation and statistical analysis based on the VMCM data-set allow for a greater insight into the inherent variability of older drivers’ visual search and motor behaviours. The research framework has demonstrated a discriminant and ecologically valid approach in driving behaviour assessment, which can also be used in studies for other cohort populations with modified driving scenarios or experiment designs.

This paper introduces a conceptual framework for determining individual differences of accessibility to tourist attractions. The framework includes three components: factors affecting accessibility to tourist attractions; the individual characteristics of tourists, such as age, gender; and other explanatory variables that assist in explaining why accessibility to tourist attractions varies. This research indicates that measures of accessibility should include not only commonly used factors such as socio-demographic variables and distance, but also the facilities available at various attractions, management and operational aspects relating to the attraction (what we term "functions"), and the infrastructure used to move between specific attractions (what we term "connectivity of networks"). A case study of the Ningaloo Coast region was conducted to identify individual difference in evaluation of accessibility to tourist attractions. We show that the evaluation of accessibility varies among tourist groups due to their spatial abilities, individual values and needs, and preparatory set.

This paper presents a station choice model for park and ride (PnR) users based on uncertain parking attributes, such as parking search time (PST). In order to take into account uncertainty in PnR users’ choice process, a mixed logit model was developed within the framework of the discrete choice theory, the utility function in the model was established using a mean-variance approach under the cumulative prospect theory framework proposed Tversky and Kahneman [1]. A stated preference survey was designed for studying PnR users’ preference of stations, which was influenced by parking conditions at a train station. The experimental design was optimized using the D-optimality criterion. Our results show that the number that parking bays left in PnR facilities at given access time, parking cost including parking fees and fines and the variation of PST are important factors affecting PnR users’ station choice. PnR users were risk averse toward the variation of PST, which means that a PnR user is willing to choose a station with less uncertain or variation of PST

This study presents a model that determines the position of the high water mark (HWM) based on the spatial continuityof inundation probability due to swash for a range of HWM indicators. These indicators include mean high water (MHW),high water line (HWL), and a number of shoreline features, such as the vegetation line. HWM identifies the landwardextent of the ocean and is required for cadastral boundary definition, land-use and infrastructure development along theforeshore ,and for planning associated with climate change adaptation. In this paper, shoreline indicators are extractedusing an object-oriented image analysis (OOIA) approach. Ten-year hourly swash heights (shoreline excursion length)are fitted into a cumulative distribution function. The probability that swash will reach the various HWM indicators overa 10 y period is then estimated. The spatial continuity distances of the swash probability of HWM indicators arecalculated using semivariogram models that measure similarity of swash probability. The spatial continuity distance isdefined as the distance between the lower bound of sampling position (the most seaward HWM indicator) and theposition where autocorrelation, or the similarity of swash probability of the various HWM indictors, approaches zero. Thelatter is considered as the HWM position in this study. This HWM determination method is evaluated at two study sitesat different latitudes and with distinct coastal features.

The High Water Mark (HWM) is an important cadastral boundary that separates land and water. It is also used as a baseline to facilitate coastal hazard management from which land and infrastructure development is offset to ensure the protection of property from storm surge and sea level rise. The determination of the HWM has a long history. Its definition, the mean and even the corresponding determination methods have changed through time. In addition, the location of the HWM is difficult to define accurately due to the ambulatory nature of water and coastal morphology variations. To better understand the HWM determination, this paper reviews the development of the definition of HWM, including ordinary high water mark (OHWM), mean high water mark (MHWM), mean high water spring (MHWS) and mean higher high water (MHHW), and the existing HWM indicators, such as vegetation line and beach morphological features. Two common methods of HWM determination, field survey and remote sensing, are discussed in this paper. This is followed by the investigation of the possible factors that influence the variation of the HWM position. Furthermore, an overview of the ambulatory nature of both water and coastal morphology, which contributes to the difficulties in HWM determination, is provided. Finally, the limitations of previous determination methods and future direction in HWM determination studies are also discussed. This study concludes that it is necessary to develop a robust analytical system to identify, evaluate and integrate various factors into the process of determining the HWM.

The aim of the study is to develop a conceptual framework for modeling the parkand ride (PnR) users’ departure station choice under uncertainty with consideration of threeuncertain variables: travel time to the departure station; parking search time and crowding ontrains. Research on station choice under uncertainty is systematically reviewed to providebackground to understand this study. A decision making process of train station choice and amethod to determine train station choice are developed, which lay a foundation for modelingframework. Finally, a group of utility functions of train station choice based on the uncertainvariables are developed under a discrete choice model framework using the prospect theory.This paper provides a theoretical guideline for modeling train station choice underuncertainty.

Approximately one-fifth of Perth’s population is aged 60 or older. Projections suggest that this proportion will continue to increase as a result of the large number of children born after the World War II (1946–1964). Access to and accessibility around train stations for the aging population is and will become a more important issue as the elderly population continues to grow. The aim of the paper is to develop and apply anew measure of accessibility to train stations at a fine spatial scale, justified by the special circumstance of the elderly using a case study in Perth, Western Australia. Intercept surveys are used to collect data on factors affecting train station accessibility for patrons aged 60 years or older, at seven highly dispersed train stations. Overall accessibility is measured separately using a composite index based on three travel modes (walk-and-ride, park-and-ride and bus-and-ride). The results illustrate that key variables, such as distance from an origin to a station, walking or driving route directness, land-use diversity, service and facility quality, bus connection to train stations, all affect the accessibility to train stations for the elderly. This implies that improvements to these factors will improve accessibility for this population group.

A train station catchment area can be generated in two ways: by surveying train users or by modelling methods. The former method is time consuming and labor intensive. In this paper attention was given to develop methods that automatically generate station catchment areas. This study’s aim was to compare two modelling methods: the Euclidean Distance Transform / Voronoi Diagram Generation method and a location and allocation method for automatically generating station catchment areas. A case study of the Perth Metropolitan area, in Western Australia, was used to implement these two methods. The results from these two methods are consistent and the methods demonstrate robustness for understanding the nature of station catchment areas and provide useful insights for public transport planning in Perth.

In many cities park-and-ride (PnR) is gaining popularity for its ability to integrate car drivingwith public transport. PnR increases access for residents living at the city’s edge and helpsalleviate congestion. In terms of efficiency PnR reduces investment on frequent publictransport services in low-density areas. PnR is particularly relevant to a low-density city like Perth, Western Australia. In recent years PnR has been a key ingredient to generating a high volume public transport ridership on newly constructed lines. More than 15,000 PnR bays have been incorporated into transitoriented developments (TOD) around the 20 stations. This in contrast to the 48 legacy stations which have in total 2,500 bays. The paper aims to identify the effectiveness of the PnR direction taken by Perth city planners by first looking at the differences in facilities at the older and newer stations. A survey of passengers’ stated importance of levels of service offered at rail stations is augmented by their ratings of the existing level of service. The attitudes and ratings of the PnR network are related to train patronage.

This study presents two new methods for significant wave height interpolation, and compares the results from them with the cubic spline method for different durations of wave record gaps. Information about wave height is important for planning and design applications in both coastal and offshore engineering. However many gaps exist in the records and they are not necessarily small. Although a number of previous studies have attempted to fill the gaps in wave height records, most of the interpreted results are not satisfactory. In this paper, the wavelet refined cubic spline method and fractal method are applied to improve interpolation accuracy. Results indicate that both methods show advantages over the cubic spline method, on the average, for the whole dataset. However, further analysis reveals that the methods introduced in this paper are not as effective as the cubic spline method for all gap sizes. The methods are implemented and compared at two study areas having quite different patterns of wave height.