Introduction: Occupational drivers of terrain vehicles are exposed to several risk factors associated with musculoskeletal symptoms in the lower back as well as in the neck and upper limbs. Vibration has been suggested to be a main risk factor. These drivers are exposed to both whole-body vibration (WBV) and hand-arm vibration (HAV). Aim: This study establishes the association between driving terrain vehicles and musculoskeletal disorders (MSDs) in the neck and upper limbs as well as hand-arm vibration syndrome (HAVS). In addition, this study examines the effect on muscles in the neck and upper limbs of the type of vibration exposure that occurs in occupational driving of terrain vehicles. Methods and results: In Paper I, a cross-sectional questionnaire study on occupational drivers of terrain vehicles, increased Prevalence Odds Ratios (POR) were found for numbness, sensation of cold and white fingers (POR 1.5-3.9) and for MSDs in the neck (POR 2.1-3.9), shoulder (POR 1.8-2.6) and wrist (POR 1.7-2.6). For the shoulders, neck and elbow, there appears to be a pattern of increased odds with increasing exposure time. In Paper II, an experimental study on the trapezius muscle, which included 20 men and 17 women, the mean frequency of the electromyography signal (EMGMNF) decreased significantly more in a three minute sub-maximal contraction without vibration (-3.71Hz and -4.37Hz) compared to with induced vibration (-3.54Hz and -1.48Hz). In Paper III, a higher initial increase of the mean of the root-mean-square of the electromyography signal (EMGRMS) was seen in a three minute sub-maximal contraction with vibration exposure compared to without vibration (0.096% vs. 0.045%). There was a larger mean EMGMNF decrease for NV compared to V in the total three minutes, and a larger decrease also in the first time period was seen for the NV compared to V. A small gender effect was also noticed. In Paper IV, the combination of HAV and WBV was studied in laboratory settings and resulted in a higher trapezius EMGRMS compared to the HAV and WBV separately. Conclusion: Occupational drivers of terrain vehicles are likely to experience symptoms related to HAVS and musculoskeletal symptoms in the neck and upper limbs. Local vibration does not seem to have any negative acute effects on trapezius muscle fatigue. Vibration exposure seems to cause an initial increase in muscle activity in the trapezius that could be related to recruitment on new motor-units. A combination of HAV and WBV causes a larger muscular demand on the trapezius muscle.

A lot of research has been done concerning the internationalization process of companies. However, researchers have identified a new type of firm that is leapfrogging and is operating internationally right after inception. These companies are Born Globals. We are interested in this trend and the purpose of this research is to understand the strategic behaviour of Born Globals. Therefore, we have done qualitative research on these companies and we will focus on their pre-internationalization steps, their key drivers and their relation to the home market. We have found three case companies, who have helped us in our understandings and we have made several conclusions, regarding their strategic behaviour.

As water infrastructure in urban Ontario strains to meet the demands of a growing population, alternatives to the conventional water supply approach that complement demand management strategies are important to enable more sustainable water use at the household level. The adoption of rainwater harvesting (RWH), for indoor and outdoor uses by single-family households can reduce a households withdrawals on municipal water by 30% if rainwater is used for toilet flushing, laundry and outdoor uses (Despins 2009). The amount of potable water savings because of RWH is influenced by the rate of adoption and the allowed uses of rainwater at the individual household scale. The adoption of RWH systems would lead to reductions in potable water demand, which, in turn would lead to reduced demands on municipal water sources (e.g., groundwater or surface water), and storm water infrastructure resulting in overall reduced ecosystem stress and increased resiliency for climate change adaptation. Greater onsite storm water retention would mimic natural processes and would help reduce excess overland runoff that can result in water contamination. Presently, RWH systems tend to be more accepted and utilized in rural areas. However, there is a history of cistern use in rural and non-rural Waterloo. This history and capacity seems to be largely forgotten or unknown by urban citizens and local government officials. Century houses’ cisterns are often removed or filled in due to: a perceived lack of need, safety concerns and disrepair because of disuse. The increasing popularity of “green” building features and certifications have added some RWH systems for indoor and outdoor use to the urban environment, however, these remain limited instances. Moving RWH forward requires commitment from the Provincial and municipal government. Municipalities’ actions must support the sustainability objectives often referenced in their legislation and policy. This study establishes the drivers of RWH and examines the barriers to practice in the urban environment by examining existing examples and academic literature RWH systems within Canada and internationally. Results from a survey conducted in the City of Waterloo are used to reflect the systems user’s perspective. Interviews with municipal officials and RWH experts further highlight the drivers and barriers to RWH in urban Ontario. Based on the surveys, participants were generally willing to consider adopting RWH systems and a greater use of rainwater in the house, although a lack of information acts as significant barrier. However, Waterloo municipal officials who participated in the interviews described a much less enthusiastic attitude towards RWH. Although barriers identified in this research, including: legislative barriers, risk tolerance, perceptions of water abundance and economic realities shape the willingness to adopt RWH, this study indicates the barriers are surmountable through education and economic signaling.

Atlikus įmonės vertės maksimizavimo analizę, buvo tiriama, įmonės vertės maksimizavimo svarba, kokie vertės veiksniai labiausiai įtakoja įmonės vertę, koks įmonės vertės nustatymo metodas yra tinkamiausias vertės veiksnių inkorporavimo atžvilgiu. Atsižvelgiant į atliktus tyrimus sukurtas įmonės vertės maksimizavimo modelis vertės veiksnių kontekste. / After carrying out the analysis of the company’s value maximization, the company’s value was researched and found which value drivers have most influence to the value of the company. Also it was found which method of the company’s value evaluation is most suitable in relation to the incorporation of value drivers. Taking into account the research done, the model of company’s value maximisation in the context of value drivers was created.

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Theories of nuclear weapons proliferation cannot fully account for the nuances of certain cases because proliferation is a complex process involving numerous variables, the importance of which can potentially shift across time. This seems especially true when applied to the case of the Democratic People’s Republic of Korea (DPRK) where motivations have shifted in relevance numerous times in its proliferation history. In order to investigate this, this thesis reviews extant theories of nuclear proliferation and their ability to explain the case of the DPRK by critically examining its historical nuclear progress and nuclear weapons ambitions across time. The result is that indeed, proliferation theories are ill-equipped to completely account for the DPRK’s nuclear choices. The DPRK has ostensibly been motivated by numerous variables at different times, each having varying degrees of influence, inexplicable for mono-causal and often western and ethno-centric accounts of its proliferation motivations.

The objective of this thesis is to analyse driving behaviour and to characterize the effectsof an efficient way of driving, termed eco-driving, that enables the driver to reduce fuelconsumption and CO2emissions.The approach used to assess driving style is a collection of data from a CAN bus of acar equipped with OBD-II (on-board diagnostic) system. The driving experiment wasperformed for nine drivers who drove in a normal way or regular driving style and onedriver was an eco-driver who drove in an economical driving style. The driving routewas approximately 18.7 kms (which took between 25 to 30 minutes) in Halmstad city,Sweden.The drivers are compared using a statistical analysis of the driving parameters such as,speed, accelerator (gas pedal) and brake pressure, which are obtained from CAN busdata. A hierarchical clustering algorithm also used to classify the drivers based on theaverage result of the signals.In the results, a driving difference between the eco-driver and the normal drivers is visi-ble, most of the normal drivers have more or less similar behaviour. The average speed ofthe eco-driver lower than the normal drivers and the accelerator (gas pedal) result is alsoshown less usage by the eco-driver than the normal drivers. On the other hand, the eco-driver has braked more often than the normal drivers, but gently. Nevertheless, differenttraffic conditions during the experiment obstructs comparisons between the drivers.

Varje år ökar antalet äldre personer och i samband med den ökningen blir även antalet äldre personer med körkort allt fler. Med åldern är det vanligt att reaktionsförmåga, syn och hörsel försämras vilka alla är viktiga egenskaper för trafiksäkerheten. Läkare i Sverige är skyldiga att rapportera till Transportstyrelsen om en individ inte anses vara lämplig att köra bil. Att läkare över huvud taget tar upp körkortsfrågan med sina patienter sker endast i 60 procent av fallen och därmed fortsätter många olämpliga körkortsinnehavare att köra bil. Majoriteten av länder inom Europeiska Unionen (EU) har någon form av övre åldersbegränsning i körkorten där körkortsinnehavarna måste genomgå en kontroll för att få körkortet förnyat. Det är endast Sverige och sex andra länder inom EU som inte har någon form av körkortskontroll för äldre och i denna studie kommer en kostnadsnyttoanalys utformas för att ta reda på om kontroller för körkortsinnehavare över 75 år skulle reducera antalet döda och skadade i trafikolyckor och därmed vara samhällsekonomiskt lönsamt. De länder som tillämpar körkortskontroller har olika bestämmelser hur metoderna är utformade och studien tar upp hur det fungerar i några av länderna. Vidare redovisas forskning inom området och resultatet av undersökningar av olika testmetoder. Merparten av forskningsresultaten visar att körkortskontroller inte har någon större effekt på trafiksäkerheten och det går inte med säkerhet att säga hur många liv som räddas och antal skadade som skulle kunna reduceras genom införandet av tester. Därmed har dessa siffror fått antagits utan att ha något säkert underlag och utifrån denna antagning visar kostnadsnyttoanalysen att införandet av körkortskontroller inte skulle generera välfärd i Sverige. Utifrån resultatet går det att dra slutsatsen att Sverige har gjort en god bedömning om att endast ha anmälningsplikt för läkare förutsatt att den följs bättre. Även om resultatet visar att kontroller för personer över 75 år inte ska införas bör ändå trafiksäkerheten för äldre utvecklas genom att till exempel förenkla körningen vid vänstersvängar och förbättra kollektivtrafiken. / The numbers of elderly increase every year and the amount of older people with a license will increase as well. When getting older, it is natural that the reaction time, hearing and vision will change and these are all important features for traffic safety. Doctors in Sweden are required to report to the Swedish Transport Agency if an individual does not seem appropriate to drive. It is not common that doctors ask their patients about their physical health and ability to drive, the questions are only asked in about 60 percent of the physical evaluations and because of that, inappropriate license holders may proceed to use a vehicle. The majority of countries within the European Union embrace some kind of upper age limit to provide drivers with a valid license and several countries have compulsory medical examinations for license holders at a certain age. It is only Sweden together with six other EU countries that does not provide any license controls for elderly and in this study a cost benefit analysis is designed to determine whether controls for drivers over the age of 75 would reduce deaths and injuries caused by traffic accidents and thus increase welfare. The countries that apply driving license controls have different rules how the controls are designed and the study presents how it works in some of the countries. Further, research within the area shows that license controls does not have any sufficient effect on traffic safety. It cannot with certainty be said how many lives are saved and the amount injuries that could be reduced by an introduction of these tests. Thus, these numbers are adopted without any sufficient evidence and from this an assumption of the cost benefit analysis will show that an introduction of license controls would not generate a welfare increase in Sweden. Based on the result it is possible to conclude that Sweden has made a good assessment to have only a reporting requirement for physicians but the reports must be stricter. Although the result shows that license controls for people over the age of 75 should not be imposed, nevertheless traffic safety for elderly should be further developed, for example with simplifying left turns and improve public transportation.

South Africa is among those countries that have the highest rate of road accidents in the world. Road accidents have a negative impact on a country's development; therefore reduction of road accidents is a priority for the South African government in general, and road transporters in particular. Unitrans Fuel and Chemical (UFC) is one of the major road transporters of dangerous goods in South Africa; this study was undertaken to explore the impact of negative attitudes on safety compliance at UFC by its truck drivers. The focus of the study was informed by the element of human failures, and the role played by such failures in road accidents. In light of driver behaviour being a product of non-tangible elements such as attitudes, feelings and beliefs, the quantitative study undertaken, sets out to explore the impact of negative attitudes on safety compliance. A sample was taken from the UFC's Clairwood depot, and data collected was analysed using descriptive statistics. Other non­ parametric tools were also used to analyse data. The findings are presented in Chapter Four. The researcher used a Likert Scale instrument to measure elements of attitude amongst UFC drivers. The results clearly indicate attitude plays a major role in the lack of safety compliance by drivers. The study also provides recommendations to address issues of driver attitude that are clearly illustrated by the figures in Chapter Four. Recommendations will allow UFC to address areas of negative driver attitude displayed by respondents to the questionnaire. The study recognizes that changing driver behaviour is not an easy task, and commends UFC for the effort applied in addressing this problem. / MBA. University of KwaZulu-Natal, Durban 2012.

This creative project started out as initially proposed. During the many long hours of work, the project changed. Many unexpected events made the project more difficult. The original idea was to organize, select, print, market and copywrite eleven years of auto racing negatives.The selection of a print shop was the first problem. The cost of the book was considerable. The result was an inferior printer. A problem in communication was next. Deadlines were given and agreed upon but never were met during the whole project. The failure to meet the deadlines over a extended period of time left no alternative. An agreement was reached with the print shop manager and I began to do the work with the notable exception of the running of the press. This was the major change in the original project.This change led to a more technical approach. The actual involvement with the book was now centered around learning about layouts, signatures, flats, halftones, line than raw talent to be successful. Things like training, copy, cutting and pasting photographs, dot patterns, and making plates for the press. This proved to be a positive learning experience.In closing, there are three main points. The first point is how much the project changed over the course of time. The result of little money, poor communication and the use of a poor quality printer led to the failure of the final product as a marketable book. Point two is that even though the final product is not as planned, the project will continue even beyond the creative project. A final marketable product is the goal and the creative project is just a step in reaching that goal. Lastly, I have developed a new appreciation for what a true artist is. It takes more education, experiences, environment, dedication, money are just a few of the qualities needed. All of these factors and more have been discovered in the making of this book. It has helped me establish new guidelines for what makes a true artist.