Downscaling and visioning of mountain snow packs and other climate change implications in North Vancouver, British Columbia

This paper provides an overview of a collaborative study on visualizing climate change at the local scale. A conceptual framework has been developed, in which local scenarios and visualizations of climate change impacts and response were created to facilitate local dialogue on incorporating climate change into long-term planning and implementation of community development decisions. As part of a larger effort to generate a new integrated participatory visioning process, this paper describes a case study of the District of North Vancouver which created visualizations of changing mountain snow and landscape conditions, and provides new insights on issues and dilemmas in using realistic landscape visualizations to depict scientific modelling projections, local responses to climate change, and uncertainty. Results from this study suggest that the visualizations, and subsequent dialogue sessions, did influence emotional response to climate change as well as self-assessed understanding of adaptation and mitigation response options. However, there is a need to test this visioning process with larger heterogeneous groups of participants in order to better assess its effectiveness in enabling dialogue on local responses to climate change.     

Does safety climate moderate the influence of staffing adequacy and work conditions on nurse injuries?

PROBLEM: Hospital nurses have one of the highest work-related injury rates in the United States. Yet, approaches to improving employee safety have generally focused on attempts to modify individual behavior through enforced compliance with safety rules and mandatory participation in safety training. We examined a theoretical model that investigated the impact on nurse injuries (back injuries and needlesticks) of critical structural variables (staffing adequacy, work engagement, and work conditions) and further tested whether safety climate moderated these effects. METHOD: A longitudinal, non-experimental, organizational study, conducted in 281 medical-surgical units in 143 general acute care hospitals in the United States. RESULTS: Work engagement and work conditions were positively related to safety climate, but not directly to nurse back injuries or needlesticks. Safety climate moderated the relationship between work engagement and needlesticks, while safety climate moderated the effect of work conditions on both needlesticks and back injuries, although in unexpected ways. DISCUSSION AND IMPACT ON INDUSTRY: Our findings suggest that positive work engagement and work conditions contribute to enhanced safety climate and can reduce nurse injuries.     

A direct observation study of nighttime safety belt use in Indiana

INTRODUCTION: Nearly all direct observation studies of safety belt use are conducted exclusively during daylight hours. Recent work has suggested that safety belt use at night may differ from daytime belt use. METHODS: An observational study of nighttime safety belt use, utilizing specialized night vision equipment, was conducted in Indiana surrounding the Click It or Ticket 2006 safety belt mobilization activities. A pre- and a post-mobilization statewide direct observation survey was conducted at night coinciding with daytime safety belt use data collection conducted by the state of Indiana. Daytime and nighttime belt use rates were compared. RESULTS: The comparisons across the mobilization period revealed a significant increase during the day, but a significant decrease at night. Comparisons between daytime and nighttime belt use revealed no overall difference during the pre wave, but a significant difference during the post wave. Finally, many common daytime trends in belt use were also found at night, with the exception of the typical age and seating position effects. DISCUSSION: The mobilization activities had a positive effect on daytime belt use, but no effect on nighttime belt use, likely resulting in the differences between daytime and nighttime belt use observed during the post wave. IMPACT ON INDUSTRY: The findings of this study suggest that safety belt mobilizations implemented only during the day do not influence nighttime safety belt use. Changes to how these programs are implemented or additional programs specifically targeting belt use at night should be considered, along with continued monitoring of nighttime belt use.     

Further evidence of nuclear reactions in the Pd/D lattice: emission of charged particles

Almost two decades ago, Fleischmann and Pons reported excess enthalpy generation in the negatively polarized Pd/D-D₂O system, which they attributed to nuclear reactions. In the months and years that followed, other manifestations of nuclear activities in this system were observed, viz. tritium and helium production and transmutation of elements. In this report, we present additional evidence, namely, the emission of highly energetic charged particles emitted from the Pd/D electrode when this system is placed in either an external electrostatic or magnetostatic field. The density of tracks registered by a CR-39 detector was found to be of a magnitude that provides undisputable evidence of their nuclear origin. The experiments were reproducible. A model based upon electron capture is proposed to explain the reaction products observed in the Pd/D-D₂O system.

Rollover injury: effects of near- and far-seating position, belt use, and number of quarter rolls

PURPOSE: Vehicle and occupant responses in rollovers are complex since many factors influence both. This study analyzes the following factors: 1) belt use, 2) seated position with respect to the lead side in the rollover, 3) another front occupant in the crash, and 4) number of quarter rolls. The aim was to improve our understanding of rollover injury mechanisms. METHOD: Rollover accidents were analyzed using 1992-2004 NASS-CDS data. The sample included adult drivers and right-front passengers. All occupants were evaluated and then a subset of non-ejected occupants was analyzed. Using roll direction and seating position, the sample was divided into near- and far-seated occupants. Injury and fatality risks were determined by seatbelt use, occupancy, rollover direction, and number of quarter rolls. Risk was defined as the number of injured (e.g., MAIS 3+) divided by the number of exposed occupants (MAIS 0-6). Significance in differences was determined. A matched-pair analysis was used to determine the risk of serious injury for near- and far-seated occupants who were either belted or unbelted in the same crash. RESULTS: For all occupants, serious injury risks were highest for far-seated, unbelted occupants at 18.1% +/- 4.8%, followed by near-seated unbelted occupants at 12.0% +/- 3.5%. However, the difference was not statistically significant. Belted near- and far-seated occupants had a similar injury risk of 4.3% +/- 1.2% and 4.0% +/- 1.2%, respectively. For non-ejected occupants, serious injury risk was 9.5% +/- 3.2% for far-seated unbelted occupants and 4.9% +/- 2.1% for near-seated unbelted occupants, not a statistically significant difference. Serious injury risk was similar for belted near- and far-seated non-ejected occupants, at 3.6% +/- 1.1%. Seatbelts were 64.2%-77.9% effective in preventing serious injury for all occupants and 62.1%-26.5% for far- and near-seated, non-ejected occupants, respectively. Based on the matched pairs, seatbelts were less effective for near-seated (5.0%) compared to far-seated (2.8%) occupant MAIS 3+F risks. This was similar for non-ejected occupants. An unbelted near-seated occupant increased the risk for a belted far-seated occupant by 2.2 times, whereas an unbelted far-seated occupant increased the risk for a belted near-seated occupant by 10.2 times. For all occupants, the risk of serious injury increased with the number of quarter rolls, irrespective of seated position. For near-seated occupants, seatbelt effectiveness was higher in < or =1 roll than 1+ roll, at 72.3% compared to 28.3%. For far-seated occupants, seatbelt effectiveness was similar in < or =1 and 1+ roll samples at 78.3% and 76.8%, respectively. Near-seated occupants had the lowest serious injury risk when they were the sole occupant in the vehicle. This was also true for non-ejected occupants. However, far-seated occupants had a lower injury risk when another occupant was involved in the crash. CONCLUSIONS: The effect of carrying another occupant appears to reduce the risk of serious injury to far-seated occupants. However, near-seated occupants are better off being the sole occupant in the vehicle. Seatbelt effectiveness was lowest at 28.3% for non-ejected, near-seated occupants in 1+ rolls. This finding deserves further evaluation in an effort to improve seatbelt effectiveness in rollovers. For belted drivers alone in a rollover, fatality risks are 2.24 times higher for the far- versus near-seated position. Analysis of rollovers by quarter turns indicates that occupants are both far-side and near-side in rollovers. The extent to which this confounds the relationship between roll direction, seating position, and injury risk is unknown.     

Choice of teenagers' vehicles and views on vehicle safety: survey of parents of novice teenage drivers

Objective

To examine parental decisions about vehicles driven by teenagers and parental knowledge of vehicle safety.

Methods

About 300 parents were interviewed during spring 2006 in Minnesota, North Carolina, and Rhode Island while teenagers took their first on-road driving tests.

Results

Fewer than half of parents surveyed said teenagers would be the primary drivers of the chosen vehicles. Parents most often cited safety, existing family vehicle, and reliability when explaining the choices for their teenagers’ vehicles. About half of the vehicles intended for teenagers were small/mini/sports cars, pickups, or SUVs — vehicles considered less safe for teenagers than midsize/large cars or minivans. A large majority of vehicles were 2001 models or earlier. Vehicles purchased in anticipation of adding a new driver to the family were more likely to be the sizes/types considered less safe than vehicles already owned. Few parents insisted on side airbags or electronic stability control, despite strong evidence of their safety benefits. Even when asked to identify ideal vehicles for their teenagers to drive, about half of parents identified less safe vehicle sizes/types. Most parents knew that midsize/large vehicles are safer than small vehicles, and at least half of parents said SUVs and pickups are not safe for teenage drivers, citing instability.

Conclusions

The majority of parents understood some of the important criteria for choosing safe vehicles for their teenagers. However, parents actually selected many vehicles for teenagers that provide inferior crash protection.

Impact on industry

Vehicle safety varies substantially by vehicle size, type, and safety features. Many teenagers are driving inferior vehicles in terms of crashworthiness and crash avoidance.     

Secondary analysis of time of day on simulated driving performance

PROBLEM: Age and gender are frequently controlled for in studies of driving performance, but the effects of time of day or circadian cycles on performance are often not considered. Previous research on time of day effects of simulated driving is contradictory and provides little guidance for understanding the impact of these variables on results. METHODS: Using driving simulator data from 79 subjects ages 18 to 65, this paper focuses on the impact of age, gender, and time of day on the simulated driving performance of subjects who self-selected the time of participation. RESULTS: Time of day effects were consistently evident for drivers' speed overall and across different simulated environments. Drivers in the late afternoon period consistently drove significantly slower than drivers in other time periods. Age and gender affected speed such that women and those participants 50 and older tended to drive more slowly. Time of day also had an effect on reaction time and on speed variability measures. Gender did not have significant effects on reaction time or variability measures, but age effects were present. SUMMARY: Taken together, the results suggest that time of day effects should be considered as part of simulated driving performance, and that interactions between time of day and other variables, notably age, should be controlled for as part of future research. IMPACT ON INDUSTRY: Implications of these findings on current efforts for older driver testing are discussed.     

Land use change and forestry climate project regional baselines: a review

Climate change programs have largely used the project-specific approach for estimating baseline emissions of climate mitigation projects. This approach is subjective, lacks transparency, can generate inconsistent baselines for similar projects, and is likely to have high transaction costs. The use of regional baselines, which partially addresses these issues, has been reported in the literature on forestry and agriculture projects, and in greenhouse gas (GHG) mitigation program guidance for them (e.g., WRI/WBCSD GHG Project Protocol, USDOE’s 1605(b) registry, UNFCCC’s Clean Development Mechanism). This paper provides an assessment of project-specific and regional baselines approaches for key baseline tasks, using project and program examples. The regional experience to date is then synthesized into generic steps that are referred to as Stratified Regional Baselines (SRB). Regional approaches generally, and SRB in particular explicitly acknowledge the heterogeneity of carbon density, land use change, and other key baseline driver variables across a landscape. SRB focuses on providing guidance on how to stratify lands into parcels with relatively homogeneous characteristics to estimate conservative baselines within a GHG assessment boundary, by applying systematic methods to determine the boundary and time period for input data.

Cranial shape transformation in the evolution of the giant panda (Ailuropoda melanoleuca)

In this study, landmark-based methods of geometric morphometrics are used for investigating the main aspects of cranial shape transformation in the evolution of the giant panda, Ailuropoda melanoleuca. Specifically, we explore if the highly derived cranial adaptations for bamboo feeding of the living panda were developed early in the panda's lineage. Results obtained show that the overall cranial morphologies of the oldest known panda, the "pygmy" Ailuropoda microta, and the late Pleistocene Ailuropoda baconi are both very similar to that of their closest living relative, A. melanoleuca, which agrees with a previous proposal based on qualitative criteria. However, we also describe several differences between the crania of A. microta, A. baconi, and A. melanoleuca, including the development of the postorbital process, the orientation of the occipital region, and the expansion of the braincase. As a result, the cranial morphology of A. microta shows a less specialized morphology toward a fibrous and durophagous diet compared to the giant panda. These results are confirmed by a comparative analysis of the dimensions of the upper teeth in bears, which has revealed differences in relative tooth size between A. microta and A. melanoleuca, most probably as a result of mosaic evolution. Therefore, we conclude that cranial shape did not remain essentially uniform in the Ailuropoda lineage, as previously thought, but underwent a number of changes during more than 2?Myr.