A haptically enabled CAN-based steering wheel controller

As the portable entertainment and mobility technologies migrate into the car, driver distraction has become recognized as a major factor in road crashes around the world. To help alert drivers to their distraction, active safety technologies such as lane departure warning systems and collision avoidance systems are being implemented. One issue with the implementation of yet another technology into the vehicle is how to cut through the competing demands of the mobile phone, navigation systems and other technologies. Haptic alerts present just such a method that may enable the system to short-circuit the normal auditory or visual communication channels. This paper presents a low cost haptic steering wheel controller that has been designed developed and tested and may be used as a communication device by a lane departure, collision avoidance, or other type of safety system.

Predator behaviour and predation risk in the heterogeneous Arctic environment

1. Habitat heterogeneity and predator behaviour can strongly affect predator–prey interactions but these factors are rarely considered simultaneously, especially when systems encompass multiple predators and prey.

2. In the Arctic, greater snow geese Anser caerulescens atlanticus L. nest in two structurally different habitats: wetlands that form intricate networks of water channels, and mesic tundra where such obstacles are absent. In this heterogeneous environment, goose eggs are exposed to two types of predators: the arctic fox Vulpes lagopus L. and a diversity of avian predators. We hypothesized that, contrary to birds, the hunting ability of foxes would be impaired by the structurally complex wetland habitat, resulting in a lower predation risk for goose eggs.

3. In addition, lemmings, the main prey of foxes, show strong population cycles. We thus further examined how their fluctuations influenced the interaction between habitat heterogeneity and fox predation on goose eggs.

4. An experimental approach with artificial nests suggested that foxes were faster than avian predators to find unattended goose nests in mesic tundra whereas the reverse was true in wetlands. Foxes spent 3·5 times more time between consecutive attacks on real goose nests in wetlands than in mesic tundra. Their attacks on goose nests were also half as successful in wetlands than in mesic tundra whereas no difference was found for avian predators.

5. Nesting success in wetlands (65%) was higher than in mesic tundra (56%) but the difference between habitats increased during lemming crashes (15%) compared to other phases of the cycle (5%). Nests located at the edge of wetland patches were also less successful than central ones, suggesting a gradient in accessibility of goose nests in wetlands for foxes.

6. Our study shows that the structural complexity of wetlands decreases predation risk from foxes but not avian predators in arctic-nesting birds. Our results also demonstrate that cyclic lemming populations indirectly alter the spatial distribution of productive nests due to a complex interaction between habitat structure, prey-switching and foraging success of foxes.

Occupational light vehicle use: characterising the at-risk population

Previous occupational light vehicle research has concentrated on employees using cars. The aim of this study was to identify and characterise the total occupational light vehicle-user population and compare it with the privately-used light vehicle population. Occupational light vehicle and private light vehicle populations were identified through use-related 2003 registration categories from New South Wales Roads and Traffic Authority data. Key groups of occupational light vehicle registration variables were comparatively assessed as potential determinants of occupational light vehicleuser risks. These comparisons were expressed as odds ratios with 95% Confidence Intervals. The occupational light vehicle population vehicles (n=646,201) comprised 18% of all light vehicle registrations. A number of statistical differences emerge between the two populations. For instance, 86% of occupational light vehicle registrants were male versus 65% of private registrants, and 56% of the occupational users registered load shape vehicles versus 20% of the private registrants. Occupational light vehicles registered for farming or taxi use were more than six times more likely to belong to sole-traders than organisations. Sole-traders were nearly twice as likely to register light-trucks, and twice as likely to register older vehicles, than organisations. This study demonstrates that the occupational light vehicle user population is larger and more diverse than previously shown with characteristics likely to increase the relative risks of motor vehicle crashes. More occupational light vehicles were load shapes and therefore likely to have poorer crashworthiness ratings than cars. Occupational light vehicles are frequently used by sole-traders for activities with increased OHS risks including farming and taxi use. Further exploration of occupational light vehicle-user crash risks should include all vehicle types, work arrangements and small ‘fleets’.

Determinants of stock returns: Factors or systematic co-moments? Crisis versus non-crisis periods

In this paper we evaluate the intertemporal pricing performance of stock return determinants over the periods surrounding, and outside of, financial crises. The analysis focuses on the variables of size, book-to-market ratio, momentum, liquidity, and higher-order systematic co-moments. The evidence reveals that over non-crisis periods the market beta plays an important role in determining the cross-section of stock returns. Size, value, momentum, and liquidity also exhibit associations with the cross-section of stock returns. However, over crisis periods most of the variables we examined lose their explanatory power, suggesting that their usefulness is limited for investment purposes when financial markets experience crises. There is some evidence of coskewness pricing surrounding market crashes. Practitioners may consider coskewness over crisis periods.

Risky driving in young adults : A review of the literature

Young drivers aged between 16 and 25 are consistently over-represented in fatal crash statistics and are more likely than older drivers to be involved in a range of intentional risky driving behaviours, such as drink driving, speeding, drag racing, and tailgating. This paper reports the fndings of a systematic search of published peer-reviewed literature, identifying the association between age and the characteristics of risky drivers, as well as interventions that have been developed to improve their safety. The results suggest that it is young males who are predominantly involved in unsafe driving and that these drivers are generally high in reward sensitivity, have antisocial peers, and believe that they are not dangerous drivers. Further to this, deterrence-based interventions have shown limited efectiveness for the specifc category of 'hoon' drivers, suggesting the need for targeted interventions across a multitude of domains. Efective intervention requires an understanding of the antecedents of dangerous driving behaviour, and it is concluded that interventions might be most efective when targeted towards these identifed criminogenic needs.

Patterns of connectivity and population structure of the southern calamary Sepioteuthis australis in southern Australia

The southern calamary, Sepioteuthis australis, is a commercially and recreationally important inshore cephalopod endemic to southern Australia and New Zealand. Typical of other cephalopods, S. australis has a short life span, form nearshore spawning aggregations and undergo direct development. Such life history traits may restrict connectivity between spawning grounds creating highly structured and genetically differentiated populations that are susceptible to population crashes. Here we use seven polymorphic microsatellite markers to assess connectivity and population structure of S. australis across a large part of its geographic range in Australia. Little genetic differentiation was found between sampling locations. Overall, FST was low (0.005, 95% CI≤<0.001-0.011) and we detected no significant genetic differentiation between any of the locations sampled. There was no strong relationship between genetic and geographical distance, and our neighbour joining analysis did not show clustering of clades based on geographical locations. Similarly, network analysis showed strong connectivity amongst most locations, in particular, Tasmania appears to be well connected with several other locations and may act as an important source population. High levels of gene flow and connectivity between S. australis sampling sites across Australia are important for this short-lived species, ensuring resilience against spatial and temporal mortality fluctuations.

The prevalence and characteristics associated with excessive daytime sleepiness among Australian workers

OBJECTIVE: To estimate the prevalence of excessive daytime sleepiness (EDS) and its associated factors in a mixed population of employed Australian workers. METHODS: Study participants (n = 707) were volunteers from various Melbourne workplaces, participating in a workplace physical activity program in 2008. Daytime sleepiness was assessed using the Epworth Sleepiness Scale (ESS), with EDS defined as ESS scores >10. RESULTS: In this population of adult employees (40.0% male; mean age 40.2 ± 10.4 years), prevalence of EDS was 16.0%. Characteristics associated with EDS and higher ESS scores were age, higher body mass index, markers of poorer diet, and markers of poorer mental health. CONCLUSIONS: Excessive daytime sleepiness is potentially an important contributor to lower productivity and poorer mental health in the workplace. Our finding suggests that workplace health programs aimed at improving diet and body weight may also help alleviate EDS.

Blood alcohol and injury in Bhutan: targeted surveillance in a national referral hospital emergency department

Bhutan is a low-middle-income country with poor roads, rapidly increasing motor vehicle use and heavy alcohol consumption. We estimated the proportion of emergency department patients presenting with injury who had positive blood alcohol. We sought to breathalyse and interview all adult patients (≥18 years) presenting with injury at the Jigme Dorji Wangchuck National Referral Hospital in the capital city Thimphu, from April to October 2015. Breath tests and interviews were conducted with 339 (91%) of 374 eligible adult patients. A third (34%) were alcohol-positive and 22% had blood alcohol concentrations >0.08 g/dL. The highest alcohol-positive fractions were for assault (71%), falls (31%) and traffic crashes (30%). Over a third (36%) of patients had a delay of >2 h between injury and breath test. The results underestimate blood alcohol concentrations at the time of injury so the true prevalence of pre-injury alcohol impairment is greater than our estimates suggest. Countermeasures are urgently needed, particularly roadside random breath testing and alcohol controls.