160 resultados para Vehicle Ownership.


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The method involves dividing a bearing housing into bearing housing parts (4A, 4B) by fracture-splitting. Bearing half-shells (5) are inserted into the parts. The parts are combined to a bearing that encloses a shaft, and are fixedly connected with each other by a welding process such as resistance welding, ultrasonic welding or cold pressure welding process. The welding of the parts is performed in a defined external region. An insulation material is applied between the half-shells and/or the shaft and the housing parts before welding. The parts are pressed on each other during welding.

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Agrochemical spray formulations applied to plants are often mixed with surfactants that facilitate delivery of the active ingredient. However, surfactants cause phytotoxicity and off-target effects in the environment. We propose the use of nanostructured liquid crystalline particles (NLCP) as an alternative to surfactant-based agrochemical delivery. For this, we have compared the application of commercial surfactants, di (2-ethylhexyl) sulfosuccinate and alkyl dimethyl betaine, with NLCP made from phytantriol, at concentrations of 0.1%, 1% and 5% on the adaxial surface of leaves of four plant species Ttriticum aestivum (wheat), Zea mays (maize), Lupinus angustifolius (lupin), and Arabidopsis thaliana. In comparison with the application of surfactants there was less phytotoxicity on leaves of each species following treatment with NLCP. Following treatment of leaves with NLCP analysis of cuticular wax micromorphology revealed less wax solubilization in the monocot species. The results clearly show that there are advantages in the use of NLCP rather than surfactants for agrochemical delivery.

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In this paper, we propose a novel approach to secure ownership transfer in RFID systems based on the quadratic residue property. We present two secure ownership transfer schemes-the closed loop and open loop schemes. An important property of our schemes is that ownership transfer is guaranteed to be atomic. Further, both our schemes are suited to the computational constraints of EPC Class-1 Gen-2 passive RFID tags as they only use operations that such passive RFID tags are capable of. We provide a detailed security analysis to show that our schemes achieve strong privacy and satisfy the required security properties of tag anonymity, tag location privacy, forward secrecy, and forward untraceability. We also show that the schemes are resistant to replay (both passive and algebraic), desynchronization, and server impersonation attacks. Performance comparisons demonstrate that our schemes are practical and can be implemented on low-cost passive RFID tags.

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This study investigates the influence of institutional ownership and audit committees corporate risk disclosures. Focusing on analysing firms’ risk disclosures make in their 2009 annual reports, our sample constitutes a sample of 66 Australian listed firms. We divide institutional shareholders into dedicated-type institutional block shareholders and transient-type institutional block shareholders. We find that while there is no significant relationship between dedicated-type institutional block shareholders and risk disclosure, there is a positive relationship between transient-type institutional block shareholders and risk disclosures. Our result is consistent with a principal that wields limited monitoring resources while achieving high resource dependency over management. We also find a significant and positive relationship between audit committee independence and risk disclosures, showing the positive role played by audit committee in improving the information transparency and reducing information asymmetry in capital market.

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Background: Occupational light vehicles (OLV) are light passenger and loadshaped vehicles used for work. The OLV-associated injury burden is as great as that of heavy vehicle users, but has been largely ignored by occupational health and safety (OHS) regulators. Contingent employment growth has accentuated existing gaps in the policy framework between OHS and road-safety. Frequent burden shifting from OHS to road-related health systems undermines the evidence base necessary to inform policy development. Aims: To provide evidence-based recommendations for the collection of OLVuser surveillance data and to underpin OHS procedures and policies for OLVusers. Method: The literature was systematically analyzed to identify OLV-user OHS policy and practice gaps. Strategies to improve and co-ordinate surveillance systems were developed to address the identified limitations. Results: Gaps were identified in OLV-user legislation, data collection, and riskmanagement. These require strategies to improve identification of all OLV-users and to co-ordinate surveillance and OHS practice. Discussion: Contemporary reform of road and OHS, policy, provides a timely opportunity for the implementation of strategic responses to this serious road safety and occupational, public health problem.

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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’.

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Objective: To estimate occupational light vehicle (OLV) fatality numbers using vehicle registration and crash data and compare these with previous estimates based on workers' compensation data. Method: New South Wales (NSW) Roads and Traffic Authority (RTA) vehicle registration and crash data were obtained for 2004. NSW is the only Australian jurisdiction with mandatory work-use registration, which was used as a proxy for work-relatedness. OLV fatality rates based on registration data as the denominator were calculated and comparisons made with published 2003/04 fatalities based on workers' compensation data. Results: Thirty-four NSW RTA OLV-user fatalities were identified, a rate of 4.5 deaths per 100,000 organisationally registered OLV, whereas the Australian Safety and Compensation Council (ASCC), reported 28 OLV deaths Australia-wide. Conclusions: More OLV user fatalities were identified from vehicle registration-based data than those based on workers' compensation estimates and the data are likely to provide an improved estimate of fatalities specific to OLV use. Implications: OLV-use is an important cause of traumatic fatalities that would be better identified through the use of vehicle-registration data, which provides a stronger evidence base from which to develop policy responses.