Regulation of motor vehicle advertising: toward a framework for compliance research

There is concern that certain content within some motor vehicle television advertising may negatively influence the driving attitudes and behaviours of viewers, particularly young people, and hence have a negative impact on road safety. In recognition of this concern, many developed countries have adopted a self-regulatory approach to motor vehicle advertising. The basic elements of self-regulation are a code of practice or guiding principles governing advertising content and the establishment of a process for hearing and adjudicating complaints about alleged breaches of that code. However, as in other areas, the effectiveness of self-regulation is being questioned in that many motor vehicle advertisements in Australia and elsewhere appear non-compliant with self-regulatory codes. Applying lessons from studies of alcohol advertising, this paper first reviews the research assessing the content of motor vehicle advertising. A suggested research framework is then proposed to inform the development of motor vehicle advertising regulatory codes where they do not exist, and to better monitor compliance with codes where they do exist. The research framework suggested includes expert content analysis of ads, the impact of advertising on risk-taking cognitions and decisions in computer-simulated traffic situations, and assessing audience perceptions of, and reactions to, messages in advertisements mapped against regulatory code content. An example of audience reaction research is also presented.

Comfort response of three silicone hydrogel daily disposable contact lenses

To evaluate subjective ocular comfort across the day with three silicone hydrogel daily disposables (SHDDs) in a group of adapted lens wearers. Masked subjects (asymptomatic or symptomatic of end-of-day (EOD) dryness with habitual lenses) wore three SHDDs: DAILIES TOTAL1 (DT1), Clariti 1day (C1D), or 1-DAY ACUVUE TRUEYE (AVTE), each for 3 days. On day 2, wearing time (WT) and comfort ratings after insertion, at 4, 8, and 12 hours, and at EOD were recorded. Because not all subjects wore lenses for 12 hours, comfort was analyzed across the day (up to 8 hours, 8 to 12 hours), and a new variable (“cumulative comfort&rdquo; [CC]) was calculated for EOD. One hundred four subjects completed the study (51 asymptomatic, 53 symptomatic). The two groups had different WTs (mean WT, 14.0 and 12.7 hours, respectively; p < 0.001). Ocular comfort was rated higher in the asymptomatic group throughout the day (p < 0.001). One hundred four subjects wore all three SHDDs for at least 8 hours, whereas 74 (45 asymptomatic, 29 symptomatic) subjects wore them for 12 hours or longer. Comfort ratings were higher with DT1 (least square means [LSM] = 91.0) than with C1D (LSM = 86.5; p < 0.001) and AVTE (LSM = 87.7; p = 0.011) for the first 8 hours and lower with C1D compared with DT1 (p = 0.012) from 8 to 12 hours. Mean EOD (± SD) comfort with the C1D lens was 72 ± 21, lower than both DT1 (mean, 79 ± 17; p = 0.001) and AVTE (mean, 78 ± 21; p = 0.010). Mean CC was higher in the asymptomatic group (mean, 1261 ± 59) compared with that in the symptomatic group (mean, 1009 ± 58; p < 0.001) and higher for DT1 (mean, 1184 ± 258) than C1D (mean, 1094 ± 318; p = 0.002) and AVTE (mean, 1122 ± 297; p = 0.046). All three SHDDs had average WTs of 12 hours or longer for 1 day. Comfort during the first 12 hours was highest with DT1 (similar to AVTE between 8 and 12 hours) and lowest with C1D. End-of-day comfort was lowest with C1D, and CC was highest for DT1. Cumulative comfort may be a valuable new metric to assess ocular comfort during the day.

Occupational light-vehicle use and OHS legislative frameworks : an Australian example

Occupational light vehicle (OLV) use and associated exposures and hazards in the Australian context are described. Available insurance data indicate that the OLV injury burden, which is greater than that of other work–road users, is growing asOLV use changes incidental, to workers', primary occupations and work patterns. Legislation that affects OLV users is reviewed and the shifting of the burden of responsibility for injured or killed OLV users between workers' compensation, motor accident insurance and public health systems is described. Changes to OHS regulatory frameworks are proposed to better address OLV-relevant policy and practice. These issues are relevant for many international jurisdictions.

The association between attributions of responsibility for motor vehicle accidents and patient satisfaction: a study within a no-fault injury compensation system

This study set out to test the relationship between attributions of responsibility for motor vehicle accidents and satisfaction with personal injury compensation systems.

Modern kitchens : and what their owners say of the speed, comfort, economy and convenience of electric cooking

"In the pages of this booklet we have given you actual quotations from a few of the many letters which we have recived from delighted users of Electric Ranges." -- blurb.

Adaptive intelligent energy management system of plug-in hybrid electric vehicle

Efficient energy management in hybrid vehicles is the key for reducing fuel consumption and emissions. To capitalize on the benefits of using PHEVs (Plug-in Hybrid Electric Vehicles), an intelligent energy management system is developed and evaluated in this paper. Models of vehicle engine, air conditioning, powertrain, and hybrid electric drive system are first developed. The effect of road parameters such as bend direction and road slope angle as well as environmental factors such as wind (direction and speed) and thermal conditions are also modeled. Due to the nonlinear and complex nature of the interactions between PHEV-Environment-Driver components, a soft computing based intelligent management system is developed using three fuzzy logic controllers. The crucial fuzzy engine controller within the intelligent energy management system is made adaptive by using a hybrid multi-layer adaptive neuro-fuzzy inference system with genetic algorithm optimization. For adaptive learning, a number of datasets were created for different road conditions and a hybrid learning algorithm based on the least squared error estimate using the gradient descent method was proposed. The proposed adaptive intelligent energy management system can learn while it is running and makes proper adjustments during its operation. It is shown that the proposed intelligent energy management system is improving the performance of other existing systems. © 2014 Elsevier Ltd.

Chassis for pneumatic vehicle

A pneumatic vehicle is provided with a first sub-assembly with a chassis, part of the vehicle body, a pair of B-pillars, a pair of rear rails, wheels, an elongate aluminum compressed load bearing air tank oriented longitudinally in the chassis, side panels connected to the tank and the wheels, a heat exchanger to heat the compressed air, and an air motor driven by the heated, compressed air and connected to a wheel. A ventilation system has a restrictive solenoid valve for directing air to the heat exchanger. The air tank is provided with a carbon filament reinforced plastic layer, and a fiberglass and aramid-fiber layer. A second sub-assembly includes part of the vehicle body bonded to the first-sub-assembly using a structural adhesive, a pair of A-pillars, and a pair of roof rails. Seating includes inflatable components for adjustment.

Pneumatic powertrain for an automotive vehicle

A pneumatic vehicle is provided with a chassis, wheels, a compressed air tank, a heat exchanger to heat the compressed air, and an air motor driven by the heated air and connected to at least one wheel. A pneumatic vehicle is provided with a chassis, wheels, a compressed air tank, and an air motor driven by the compressed air and connected to a wheel. The vehicle also has a ventilation system for the passenger compartment, a heat exchanger, and a restrictive solenoid valve for directing ventilation system air to the heat exchanger. A pneumatic vehicle is provided with a chassis, wheels, an aluminum compressed air tank, a carbon filament reinforced plastic layer over the tank, a fiberglass and aramid-fiber layer over the carbon filament reinforced plastic layer, and an air motor driven by the compressed air and connected to at least one wheel.

Body for pneumatic vehicle

A pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis supporting an air tank. The second sub-assembly has part of the vehicle body and is bonded to the first-sub-assembly using a structural adhesive. Another pneumatic vehicle is provided with a first and second sub-assembly. The first sub-assembly has a chassis, air tank, part of the vehicle body, a pair of B-pillars, and a pair of rear rails. The second sub-assembly has a part of the vehicle body, a pair of A-pillars, and a pair of roof rails. A vehicle seat is provided with a seat base and upright seat back providing a seating area. A bladder located in the central region of the seating area inflates to provide two bucket seats, and deflates to provide a bench seat. The vehicle seat also has inflatable inserts to provide cushioning.