A microanalysis of EMG and EEG changes during the sleep onset period (SOP) : a theoretical investigation with practical applications /

The present study has both theoretical and practical aspects. The theoretical intent of the study was to closely examine the relationship between muscle activity (EMG) and EEG state during the process of falling asleep. Sleep stages during sleep onset (SO) have been generally defined with regards to brain wave activity (Recht schaff en & Kales (1968); and more precisely by Hori, Hayashi, & Morikawa (1994)). However, no previous study has attempted to quantify the changes in muscle activity during this same process. The practical aspect of the study examined the reliability ofa commercially developed wrist-worn alerting device (NovAlert™) that utilizes changes in muscle activity/tension in order to alert its user in the event that he/she experiences reduced wakefulness that may result in dangerous consequences. Twelve female participants (aged 18-42) sp-ent three consecutive nights in the sleep lab ("Adaptation", "EMG", and "NOVA" nights). Each night participants were given 5, twenty-minute nap opportunities. On the EMG night, participants were allowed to fall asleep freely. On the NOV A night, participants wore the Nov Alert™ wrist device that administered a Psychomotor Vigilance Test (PVT) when it detected that muscle activity levels had dropped below baseline. Nap sessions were scored using Hori's 9-stage scoring system (Hori et aI, 1994). Power spectral analyses (FFT) were also performed. Effects ofthe PVT administration on EMG and EEG frequencies were also examined. Both chin and wrist EMG activity showed reliable and significant decline during the early stages ofHori staging (stages HO to H3 characterized by decreases in alpha activity). All frequency bands studied went through significant changes as the participants progressed through each ofHori's 9 SO stages. Delta, theta, and sigma activity increased later in the SO continuum while a clear alpha dominance shift was noted as alpha activity shifted from the posterior regions of the brain (during Hori stages HO to H3) to the anterior portions (during Hori stages H7 to H9). Administration of the PVT produced significant increases in EMG activity and was effective in reversing subjective drowsiness experienced during the later stages of sleep onset. Limitations of the alerting effects of the PVTs were evident following 60 to 75 minutes of use in that PVTs delivered afterwards were no longer able to significantly increase EMG levels. The present study provides a clearer picture of the changes in EMG and EEG during the sleep onset period while testing the efficacy of a commercially developed alerting device. EMG decreases were found to begin during Hori stage 0 when EEG was - dominated by alpha wave activity and were maximal as Hori stages 2 to 5 were traversed (coincident with alpha and beta activity). This signifies that EMG decrements and the loss of resting alpha activity are closely related. Since decreased alpha has long been associated with drowsiness and impending sleep, this investigation links drops in muscle tone with sleepiness more directly than in previous investigations. The EMG changes were reliably demonstrated across participants and the NovAlert™ detected the EMG decrements when Hori stage 3 was entered. The alerting vibrations produced by the NovAlert™ occurred early enough in the SO process to be of practical importance as a sleepiness monitoring and alerting device.

Exploring the potential of early identification and intervention within a college of applied arts

This study probed for an answer to the question, "How do you identify as early as possible those students who are at risk of failing or dropping out of college so that intervention can take place?" by field testing two diagnostic instruments with a group of first semester Seneca College Computer ,Studies students. In some respects, the research approach was such as might be taken in a pilot study_ Because of the complexity of the issue, this study did not attempt to go beyond discovery, understanding and description. Although some inferences may be drawn from the results of the study, no attempt was made to establish any causal relationship between or among the factors or variables represented here. Both quantitative and qualitative data were gathered during four resea~ch phases: background, early identification, intervention, and evaluation. To gain a better understanding of the problem of student attrition within the School of Computer Studies at Seneca College, several methods were used, including retrospective analysis of enrollment statistics, faculty and student interviews and questionnaires, and tracking of the sample population. The significance of the problem was confirmed by the results of this study. The findings further confirmed the importance of the role of faculty in student retention and support the need to improve the quality of teacher/student interaction. As well, the need for skills assessmen~-followed by supportive counselling, and placement was supported by the findings from this study. strategies for reducing student attrition were identified by faculty and students. As part of this study, a project referred to as "A Student Alert Project" (ASAP) was undertaken at the School of Computer Studies at Seneca college. Two commercial diagnostic instruments, the Noel/Levitz College Student Inventory (CSI) and the Learning and Study Strategies Inventory (LASSI), provided quantitative data which were subsequently analyzed in Phase 4 in order to assess their usefulness as early identification tools. The findings show some support for using these instruments in a two-stage approach to early identification and intervention: the CSI as an early identification instrument and the LASSI as a counselling tool for those students who have been identified as being at risk. The findings from the preliminary attempts at intervention confirmed the need for a structured student advisement program where faculty are selected, trained, and recognized for their advisor role. Based on the finding that very few students acted on the diagnostic results and recommendations, the need for institutional intervention by way of intrusive measures was confirmed.

Upper Lakes Shipping Ltd. fonds 1955-1990, n.d. (non-inclusive)

In March 1931, Captain Bruce Angus was sent to Sarnia by Gordon C. Leitch, general manager of Toronto Elevators. He was sent to inspect the Sarnian to ensure it was still seaworthy. Leitch was a savvy business man, who had been active in the business community for a number of years. Leitch began his career with a partner in the lumber business. When that went under he moved into graineries and worked for the Winnipeg Wheat Pool for 12 years. After Winnipeg he moved to Toronto, which was closer to his home town of Ridgetown, Ontario. In Toronto Leitch became manager of the Toronto branch of the Canadian Wheat Pool. While managing the wheat pools in Toronto Leitch became aware of huge costs associated with shipping the grains from the praries into the Toronto area. He felt that there was no need for such costs and decided to do something to make them better and cheaper for the business. Originally the grain was loaded onto Lakers that would bring the grain from the praries to Lake Huron and Georgian Bay. It was stored there until needed by the Toronto graineries and then hauled across land by either truck or train. The land journey was the most expensive and the one which Leitch wanted to eliminate. This was a fine plan except for 2 obstacles that were quickly overcome. First of all the Welland canals were not large enough to accommodate the large carriers that were bringing in the grain. This was changing as the expansion and widening of the canals was already underway. The second issue was the lack of storage in Toronto for the grain. The grain elevators had been destroyed by fire in the late 1880s and never replaced. Leitch propsed his company built its own storage elevators along the water front to allow not only for easier access to the grain, and more timely production of products. The elevators would aslo create a reduction in shipping costs and an overall more competitoive price for the customers of the grainery. The company refused, so Leitch went elsewhere to friends and contacts within the grain industry. The elevators were built and Leitch quit his job with the Canadian Wheat Pool and became the general manager of the elevators. Although the elevators were built and ready for storage the next issue was filling them. None of the carriers wanted to do business with Leitch because the competition in Georgian Bay threatened to cancel their contracts if they did. Leitch saw no way around this, but to provide his own transportation. This is when he sent Captain Bruce Angus to scout out potential ships. The ship was purchased for $37,000 and after another $30,000 was spent to fix it up, it was ready for business. The need for transportation and the finding of a seaworthy ship, lead to the beginnings of the Northland Steamship Company. The Sarnian proved to not be enough for the business underway. Leitch decided another ship was necessary. He joined forces with James Norris the owner of the Norris Grain Company. He proposed they join forces to create a more economical means of transportating their products.

John O. McKellar (ship) certificates, 1952-1983.

The John O. McKellar was a ship that belonged to the Scott Misener fleet. The first ship named after McKellar was launched on Januaray 25, 1929, from Wallsend, England, and was bound for Sault St. Marie, Ontario. This ship became part of the Colonial Steamship Company in 1950, and in 1952 was renamed the J.G. Irwin when construction of a new John O. McKellar was completed. John Oscar McKellar was born on June 28, 1878 in Lobo Township, Middlesex County, west of London, Ont. He worked as a marine engineer, and became acquainted with Robert Scott Misener when the two were shipmates serving with the Algoma central fleet. In 1919, the two men joined forces to run a shipping company. Together, they purchased the wooden steamer "Simon Langell", and worked together on the ship for the next three years. Throughout his career with Misener's company, John McKellar served as Chief Engineer, then Marine Superintendent, and finally Secretary-Treasurer. He died on September 19, 1951.

Public Notices - Niagara Region collection

This is a collection of public notices posted by various villages, towns and townships in the Niagara Region. The notices alert residents to various civic events and initiatives.

Sullivan Agent Confesses, [1948]

The National Seaman’s Association was a labour recruiter hiding behind a union-like name. It was run by H.N. McMaster who collected fees from companies and dues from workers. With McMaster in charge, shipping interests could claim that their seamen had a union, but ship-owners were free to push their vessels and their workers to the breaking point. In 1935, the members on the Great Lakes decided to strike. One year later, they created their own union and amalgamated with a Montreal-based independent body to create the Canadian Seamen’s Union headed by a ship’s cook who became a union leader, John Allan Patrick “Pat” Sullivan. By the late 1940s, almost all sailors on Canadian ships were CSU members. Right from its inception in 1936, Communists were prominent among the leaders of the union. Sullivan had been recruited to the Communist party that year and the union had a close rapport with the party. On June 8, 1940, Pat Sullivan was arrested because of his affiliation with the Communist party. He was incarcerated until March 20, 1942. No charges were laid, no bail was set and there was no trial. After his release, Sullivan was elected second vice-president of the Trades and Labour Congress of Canada. In 1943, Percy Bengough was elected as president and Sullivan was elected as secretary treasurer of the TLC while maintaining his role as president of the CSU. On March 14, 1947 Sullivan made a shocking announcement that he was resigning from the CSU and the Labor-Progressive Party. He claimed that the CSU was under the full control of the Communists. Within a month of this announcement, he emerged as the president of the Canadian Lake Seamen’s Union. Ship-owners never really reconciled themselves to having their industry unionized, and in 1946 there was a seamen’s strike in which the union won the eight-hour day. In 1949, the shipping companies had a plan to get rid of the union and were negotiating behind their back with the Seafarers International Union (SIU). In a brutal confrontation, led by Hal Banks, an American ex-convict, the SIU was able to roust the CSU and take over the bargaining rights of Canadian seamen. On July 15, 1948, Robert Lindsay, who was Sullivan’s Welland business agent said that to the best of his knowledge, Sullivan’s outfit, the CLSU, was under the control of some of the Steamship Companies. Lindsay had heard that there was a movement to get rid of Bengough of the Trades and Labour Congress as well as elements of the CSU. He also had heard that the CLSU wanted to affiliate with the American Federation of Labor. Lindsay’s allegations raised the questions: Were the ship-owners powerful enough to oust Percy Bengough because he supported the seamen? Could the CLSU get an affiliation with the American Federation of Labor? and Would the American Federation of Labor actually affiliate with a union that was siding with employers against a locked-out union?

Niagara to the Sea (1911)

Includes schedules and rates.

Port Weller Dry Docks collection, 1959-1967

Port Weller Dry Docks Limited was officially established on April 25, 1946, near Lock 1 of the Welland Canal. Charles A. Ansell was the company’s first President and General Manager. Initially, the company focused on repairing ships, but in June, 1951, built their first ship, the Scott Misener. In 1956, the Upper Lakes and St. Lawrence Transportation Co. purchased all of the shares of Port Weller Dry Docks Limited. In the mid-eighties, ULS (Upper Lakes Shipping) International (which owned the Port Weller dry docks), and Canada Steamship Lines, merged their operations. As a result, the Port Weller Dry Docks became a division of this newly formed company, known as Canadian Shipbuilding and Engineering Limited. In 2007, Seaway Marine & Industrial Inc. took over ownership of the Port Weller Dry Docks, but declared bankruptcy in July 2013.

Letter - E.C. Schmon to Arthur A. Schmon, 24 November 1919

The letter begins with a retelling of the days activities (washing, cleaning etc.). The second part of the letter mentions the Normans (Canadians). He is connected to a steamship company that travels the St. Lawrence shipping timber. The Normans know of Colonel McCormick and are familiar with Shelter Bay. The letter is labelled number 54.

Effet de l'histoire lumineuse sur la sensibilité rétinienne et circadienne à la lumière

L’objectif de ce projet de recherche était de vérifier la présence de changements de sensibilité de la rétine et du système circadien suite à deux semaines d'exposition à un milieu faiblement ou fortement éclairé, dans des conditions contrôlées en laboratoire. De plus, comme un changement de sensibilité peut modifier l'ajustement du système circadien au cycle jour-nuit extérieur, nous voulions également vérifier si la phase circadienne serait modifiée par le traitement et si la vigilance et l’humeur seraient affectées. Dix sujets ont été exposés à de la lumière tamisée (70 lux [LT]) et 10 ont été exposés à de la lumière vive (3000 lux [LV]) pendant 12 jours consécutifs en laboratoire de 8h45 à 19h00 tous les jours. L’exposition à la lumière a été mesurée 5 jours avant l’entrée au laboratoire dans l’habitat naturel du sujet et pendant la période en laboratoire à l’aide de l’Actiwatch-L®. La sensibilité rétinienne a été mesurée avant et après le traitement lumineux, par un électrorétinogramme (ERG) et la sensibilité circadienne, par le test de suppression de mélatonine salivaire. Tout au long du protocole, la vigilance, la somnolence et l'humeur ont été évaluées à plusieurs moments de la journée à intervalles prédéterminés. Après 12 jours d’exposition en lumière contrôlée, l’amplitude de l’onde-a au Vmax à l’ERG photopique a diminué en LV alors qu’elle a augmenté en LT. À l’ERG scotopique, une différence de sensibilité rétinienne (log K) entre les groupes avant le traitement expérimental s’est amenuisée à la fin du traitement (p=.053). La suppression de mélatonine après 90 minutes d’exposition au test de suppression a diminué en LV alors qu’il n’y a pas eu de modification en LT, cependant cette interaction n’était pas significative (p=.16). La phase circadienne des sujets exposés à LV a été devancée de 58 minutes (p=.04) alors qu’elle a été retardée de 26 minutes en LT (p=.32). Les mesures de vigilance subjective (EVA) ont indiqué que les sujets LV se considéraient plus éveillés que les sujets LT après le traitement (p=.02). Par contre, aucune différence n’est apparue quant aux mesures de performance psychomotrice ni de l’humeur. L’histoire lumineuse n’a pas modifié la sensibilité rétinienne dans le sens prévu par les hypothèses alors qu’il y a eu une tendance vers une augmentation de la sensibilité circadienne en condition de lumière tamisée. L’amélioration de la vigilance subjective après l’exposition en LV n’a pas été soutenue par les résultats de la performance psychomotrice. L’histoire lumineuse n’a eu aucun effet sur l’humeur des sujets. Cette étude souligne l’importance d’utiliser des mesures permettant de départager les effets immédiats d’un traitement lumineux des effets à long terme autant sur le plan rétinien que circadien. Il reste également complexe d’étudier en laboratoire des changements adaptatifs qui se produisent dans le milieu naturel en raison du confinement et des modifications physiologiques et psychologiques pouvant y être associées.

Un protocole de diffusion des messages dans les réseaux véhiculaires

De nos jours, la voiture est devenue le mode de transport le plus utilisé, mais malheureusement, il est accompagné d’un certain nombre de problèmes (accidents, pollution, embouteillages, etc.), qui vont aller en s’aggravant avec l’augmentation prévue du nombre de voitures particulières, malgré les efforts très importants mis en œuvre pour tenter de les réduire ; le nombre de morts sur les routes demeure très important. Les réseaux sans fil de véhicules, appelés VANET, qui consistent de plusieurs véhicules mobiles sans infrastructure préexistante pour communiquer, font actuellement l’objet d'une attention accrue de la part des constructeurs et des chercheurs, afin d’améliorer la sécurité sur les routes ou encore les aides proposées aux conducteurs. Par exemple, ils peuvent avertir d’autres automobilistes que les routes sont glissantes ou qu’un accident vient de se produire. Dans VANET, les protocoles de diffusion (broadcast) jouent un rôle très important par rapport aux messages unicast, car ils sont conçus pour transmettre des messages de sécurité importants à tous les nœuds. Ces protocoles de diffusion ne sont pas fiables et ils souffrent de plusieurs problèmes, à savoir : (1) Tempête de diffusion (broadcast storm) ; (2) Nœud caché (hidden node) ; (3) Échec de la transmission. Ces problèmes doivent être résolus afin de fournir une diffusion fiable et rapide. L’objectif de notre recherche est de résoudre certains de ces problèmes, tout en assurant le meilleur compromis entre fiabilité, délai garanti, et débit garanti (Qualité de Service : QdS). Le travail de recherche de ce mémoire a porté sur le développement d’une nouvelle technique qui peut être utilisée pour gérer le droit d’accès aux médias (protocole de gestion des émissions), la gestion de grappe (cluster) et la communication. Ce protocole intègre l'approche de gestion centralisée des grappes stables et la transmission des données. Dans cette technique, le temps est divisé en cycles, chaque cycle est partagé entre les canaux de service et de contrôle, et divisé en deux parties. La première partie s’appuie sur TDMA (Time Division Multiple Access). La deuxième partie s’appuie sur CSMA/CA (Carrier Sense Multiple Access / Collision Avoidance) pour gérer l’accès au medium. En outre, notre protocole ajuste d’une manière adaptative le temps consommé dans la diffusion des messages de sécurité, ce qui permettra une amélioration de la capacité des canaux. Il est implanté dans la couche MAC (Medium Access Control), centralisé dans les têtes de grappes (CH, cluster-head) qui s’adaptent continuellement à la dynamique des véhicules. Ainsi, l’utilisation de ce protocole centralisé nous assure une consommation efficace d’intervalles de temps pour le nombre exact de véhicules actifs, y compris les nœuds/véhicules cachés; notre protocole assure également un délai limité pour les applications de sécurité, afin d’accéder au canal de communication, et il permet aussi de réduire le surplus (overhead) à l’aide d’une propagation dirigée de diffusion.

Conflict of Interest in University Technology Transfer

Étude de cas / Case study

À l’intérieur des murs : comprendre la violence en milieu carcéral à partir du point de vue d’hommes incarcérés à l’Unité spéciale de détention

L’étude qui nous concerne vise à mieux comprendre la violence en milieu carcéral. C’est à l’aide d’entrevues menées auprès de treize hommes incarcérés à l’Unité spéciale de détention, une unité canadienne spécifiquement conçue pour loger des personnes qui ont fait usage de violence intra murale ou sont soupçonné de l’avoir fait, que nous avons tenté d’atteindre l’objectif principal de ce projet. Plus spécifiquement, le point de vue des participants a été recueilli sur l’incarcération, sur les moyens utilisés afin de s’accoutumer aux défis de l’enfermement ainsi que la manière dont les individus justifient l’usage de violence dans ce contexte. Les résultats de nos analyses suggèrent que le milieu carcéral est un monde hostile et imprévisible où les individus se perçoivent constamment vulnérables à de multiples formes d’agression. Placés en hyper vigilance et orientés vers la survie, les détenus font usage de diverses stratégies d’adaptation afin de répondre aux situations difficiles qu’ils rencontrent en contexte de perte de liberté. La violence représente donc un des moyens dont disposent les individus pour survivre à l’intérieur des murs. Les diverses formes d’adaptation violente rencontrées en milieu carcéral peuvent ainsi informer sur les enjeux de survie présents dans un milieu et donc, du risque de violence ou de victimisation dans ce milieu, que cette violence soit interpersonnelle, collective, auto dirigée, axée sur la fuite ou contre les biens. Puisque l’usage de violence par une personne engendre une possibilité accrue de choisir la violence pour une autre, et ce, avec les conséquences qui s’en suivent pour les détenus et les membres du personnel, nous avons tenté d’identifier et de comprendre les diverses logiques d’action qui motivent le choix d’avoir recours à la violence dans les institutions carcérales. Or, il appert que certaines caractéristiques des individus tendent à faire augmenter le risque pour une personne d’avoir recours à la violence carcérale. De même, il semble que certaines institutions sont davantage propices à l’usage de violence que d’autres. De surcroît, des éléments appartenant aux individus et au milieu en interrelation semblent favoriser la possibilité qu’un condamné fasse usage de violence intra murale. Ainsi, le recours à la violence est davantage probable si elle est légitimée par les individus et le milieu, si le niveau d’adhésion aux valeurs des sous-cultures délinquantes des individus est élevé et si la philosophie du milieu en favorise le maintien, si des groupes influents en quête de contrôle et de pouvoir sont présents dans le milieu et qu’un individu désire y être affilié, s’il y a présence de marchés illicites comme réponse à la privation et qu’un individu y participe ou encore, si le milieu et l’individu sont pris dans l’engrenage d’un climat de survie. Par conséquent, une réflexion concernant le sentiment de sécurité préoccupant les reclus, sentiment qui est un besoin fondamental chez tous les êtres humains, un retour sur les divers modèles théoriques en fonction des données que nous avons obtenues ainsi qu’une réflexion portant sur les moyens dont disposent les individus et le milieu afin de diminuer les possibilités que la violence soit utilisée, ont été amorcées en conclusion.

Die Auswirkungen von Hochgeschwindigkeitsverkehr auf die Erreichbarkeit der Regionen in Deutschland - dargestellt am Beispiel der Magnetschwebebahn Transrapid

Nach 35 Jahren Entwicklungszeit wurde im Jahr 2004 in Shanghai die erste kommerzielle Anwendung des innovativen Magnetbahnsystems Transrapid in Betrieb genommen; in Deutschland konnte bislang keine Transrapid-Strecke realisiert werden, obwohl dieses System entsprechend den Ergebnissen einer vom damaligen Bundesverkehrsminister beauftragten Studie aus dem Jahr 1972 für den Einsatz in Deutschland entwickelt wurde. Beim Transrapid handelt es sich um eine echte Produkt-Innovation im Bahnverkehr und nicht um eine Weiterentwicklung oder Optimierung wie beim ICE, und ist somit als innovativer Verkehrsträger der Zukunft in die langfristige Entwicklung der Verkehrssysteme einzufügen. Die modernen HGV Bahnsysteme (Shinkansen/TGV/ICE) hingegen sind, ähnlich der Clipper in der Phase der Segelschifffahrt im Übergang zum Dampfschiff, letzte Abwehrentwicklungen eines am Zenit angekommenen Schienen-Verkehrssystems. Die Einführung von Innovationen in einen geschlossenen Markt stellt sich als schwierig dar, da sie zu einem Bruch innerhalb eines etablierten Systems führen. Somit wird in der vorliegenden Arbeit im ersten Teil der Themenkomplex Innovation und die Einordnung der Magnet-Schwebe-Technologie in diese langfristig strukturierten Abläufe untersucht und dargestellt. Das Transrapid-Projekt ist demzufolge in eine zeitstrukturelle Zyklizität einzuordnen, die dafür spricht, die Realisierung des Gesamtprojektes in eine Zeitspanne von 20 bis 30 Jahre zu verlagern. Im zweiten Teil wird auf der Basis einer regionalstrukturellen Analyse der Bundesrepublik Deutschland ein mögliches Transrapidnetz entworfen und die in diesem Netz möglichen Reisezeiten simuliert. Weiterhin werden die Veränderungen in den Erreichbarkeiten der einzelnen Regionen aufgrund ihrer Erschließung durch das Transrapidnetz simuliert und grafisch dargestellt. Die vorliegende Analyse der zeitlichen Feinstruktur eines perspektiven Transrapidnetzes ist ein modellhafter Orientierungsrahmen für die Objektivierung von Zeitvorteilen einer abgestimmten Infrastruktur im Vergleich zu real möglichen Reisezeiten innerhalb Deutschlands mit den gegebenen Verkehrsträgern Schiene, Straße, Luft. So würde der Einsatz des Transrapid auf einem entsprechenden eigenständigen Netz die dezentrale Konzentration von Agglomerationen in Deutschland fördern und im Durchschnitt annähernd 1 h kürzere Reisezeiten als mit den aktuellen Verkehrsträgern ermöglichen. Zusätzlich wird noch ein Ausblick über mögliche Realisierungsschritte eines Gesamtnetzes gegeben und die aufgetretenen Schwierigkeiten bei der Einführung des innovativen Verkehrssystems Transrapid dargestellt.

Example General Feedback on Routes to Success Portfolios

This document provides example feedback which has been generated following the marking of a class set of portfolios. It is used as a part of the Routes to Success Module, specifically on the section titled Sustaining Success. Students can read the feedback prior to completing the portfolio to alert them to the possible shortfalls which may occur when they undertake this type of task. The feedback is introduced in the context that the task of completing the portfolio is a developmental one, and that students can expect to learn and improve their performance for this type of task as they develop and refine their skills.