Search

Agricultural biosecurity interventions are aimed at minimizing introductions of harmful non‐native organisms to new areas via agricultural trade. To prioritize such interventions, historical data on interceptions have been used to elucidate which factors determine the likelihood that a particular import is carrying a harmful organism. Here we use an interception data set of arthropod contaminants recorded on plant imports arriving in South Africa from 2005 to 2019, comprising 13,566 samples inspected for arthropod contaminants, of which 4902 were positive for the presence of at least one arthropod. We tested 29 predictor variables that have previously been used to explain variation in rates of detection and three variables describing possible sources of additional variation and grouped these into six mutually exclusive "factor classes." We used boosted regression trees as a non‐parametric stochastic machine‐learning method to build models for each factor class and interactions between them. We explored the influence of these variables with data split either randomly or chronologically. While we identified some specific patterns that could be explained post‐hoc by historical events, only inspected volumes were reliably correlated with detection of arthropod contaminants across the whole data set. However, inspected volumes could not predict future interceptions of arthropods, which instead relied on contextual factors such as country, crop or year of import. This suggests that, although certain factors may be important in certain circumstances or for particular crops or commodities, there is little general predictive power in the current data. Instead, an idiographic approach would be most beneficial in biosecurity to ascertain the details of why a particular pest arrived on a particular pathway and how it might move (and be stopped) in future. [ABSTRACT FROM AUTHOR]

Many countries define nativity at a country-level--taxa are categorised as either alien species or native species. However, there are often substantial within-country biogeographical barriers and so a taxon can be native and alien to different parts of the same country. Here, we use the term 'native-alien populations' as a short-hand for populations that result from the human-mediated dispersal of individuals of a species beyond a biogeographical barrier to a point beyond that species' native range, but that is still within the same political entity as parts of the species' native range. Based on these criteria, we consider native-alien populations to be biological invasions. However, we argue that, in comparison to other alien populations, native-alien populations: 1) are likely to be closer geographically to their native range; 2) are likely to be phylogenetically and ecologically more similar to native species in their introduced range; and 3) options to control their introduction or manage them will likely be more limited. We argue this means nativealien populations tend to differ from other alien populations in the likelihood of invasion, the types of impacts they have, and in how they can be most effectively managed. We also argue that native-alien populations are similarly a distinct phenomenon from native populations that are increasing in abundance or range extent. And note that native-alien populations are expected to be particularly common in large, ecologically diverse countries with disjunct biomes and ecoregions. Reporting, monitoring, regulating and managing native-alien populations will, we believe, become an increasingly important component of managing global change. [ABSTRACT FROM AUTHOR]

This paper examines issues underpinning the potential move in aviation away fi'om real speech radiotelephony (R/T) communications towards datalink communications involving text and synthetic speech communications. Using a novel air traffic control (ATC) task, two experiments are reported. Experiment 1 compared the use of speech and text while Experiment 2 compared the use of real and synthetic speech communications. Results indicated that generally there were no significant differences between speech and text communications and that either type could be used without any main effects on performance. However, a number of specific differences were observed across the different phases of the scenarios indicating that workload levels may be more varied when speech communications are used. Experiment 2 illustrated that participants placed a greater level of trust in real speech than synthetic speech, and trusted true communications more than false communications (regardless of whether they were real or synthetic voices). The findings are considered in terms of datalink initiatives for future air traffic management, the importance placed on real speech R/T communications, and the need to develop more natural synthetic speech in this application area. Keywords: Datalink; Air traffic management; Flightdeck of the future; Air traffic control; Speech; Text; Communications

The unexplored domain of railway controllers in the UK is presented. The task diagrams are used to represent controllers' core elements of work and to identify the challenging steps in the process, which forms a basis from which future ergonomics studies on railway controllers in the UK will be carried out.

To link to full-text access for this article, visit this link: http://dx.doi.org/10.1016/j.apergo.2005.09.001 Byline: Trudi Farrington-Darby, John R. Wilson Keywords: Expertise; Work systems design; Methodology Abstract: This paper reviews the complex topic of expertise. It begins with an explanation for the range of interest and viewpoints, and moves on to a discussion of the nature and study of expertise. The diversity in definitions, domains, disciplines, and the impact of these factors on approaches to investigation, are offered as possible explanations for some of the differences that appear to run through the literature. Specific attention is given to issues that may concern ergonomists interested in understanding expertise from the perspective of work in complex and dynamic settings. We suggest a move away from traditional novice-expert experimental designs to study of work in a naturalistic way, studying tasks and activities that are sufficiently challenging so that real expertise can be elicited. Author Affiliation: Centre for Rail Human Factors, Institute for Occupational Ergonomics, University of Nottingham, Room BO3, ITRC Building, University Park, Nottingham, NG7 2RD, UK

Network Rail, who own the railway infrastructure in the UK, have been interested in the assessment of mental workload (MWL) of signallers and control staff for some years. A new model of MWL has been proposed within which to develop a suite of new MWL analytical and empirical assessment tools. One of these is the Integrated Workload Scale (IWS), developed and tested for signallers. This paper describes the development of the IWS and its subsequent testing within two full-scale simulator trials with an NX (entry/exit) panel and an Integrated Electrical Control Centre (IECC) system, and then in the field at signal boxes. The IWS has proven to be a valuable measure of individually experienced peaks and troughs in workload over a period of time or within a particular set of scenarios. It is acceptable to signallers and maps well onto assessments of expected workload on the basis of timeline analysis and subject matter expert commentaries.

Rail human factors research has grown rapidly in both quantity and quality of output over the past few years. There was an early base of work at a few institutions carried out over the 1960s and 1970s, followed by a lull in the 1980s and early 1990s. The continual influences of safety concerns, new technical system opportunities, reorganisation of the business, needs to increase effective, reliable and safe use of capacity, and increased society, media and government interest have now accelerated rail human factors research programmes in several countries. In this paper we review the literature on rail human factors research, covering driving, signalling and control, maintenance, reporting systems, passenger interests, planning and technical systems change. Current major rail human factors programmes are summarised and future research needs proposed. It is asserted that general human factors models and methods are being re-assessed, and new ones developed, to meet the requirements of the railways.