PaaSword: A Holistic Data Privacy and Security by Design Framework for Cloud Services

Enterprises increasingly recognize the compelling economic and operational benefits from virtualizing and pooling IT resources in the cloud. Nevertheless, the significant and valuable transformation of organizations that adopt cloud computing is accompanied by a number of security threats that should be considered. In this position paper, we outline significant security challenges presented when migrating to a cloud environment and propose PaaSword - a novel holistic framework that aspires to alleviate these challenges. Specifically, this proposed framework involves a context-aware security model, the necessary policies enforcement mechanism along with a physical distribution, encryption and query middleware

Proglacial erosion rates and processes in a glacierized catchment in the Swiss Alps

In the Swiss Alps, climatic changes have not only caused glacier retreat, but also likely increased sedimentation downstream of glaciers. This material either originates from below the glacier or from periglacial environments, which are exposed as glaciers retreat, and often consist of easily erodible sediment. Griesgletscher's catchment in the Swiss Alps was examined to quantify erosion in the proglacial area, possible hydrological drivers and contributions of the sub- and periglacial sources. Digital elevation models, created from annual aerial photographs, were subtracted to determine annual volume changes in the proglacial area from 1986 to 2014. These data show a strong increase in proglacial erosion in the decade prior to 2012, coincident with increasing proglacial area size. However, examination of the gradient between discharge and sediment evacuation, and modeled sediment transport, could suggest that the proglacial area began to stabilize and sediment supply is limited. The large influx of sediment into the proglacial reservoir, which is roughly 2.5 times greater than the amount of sediment eroded from the proglacial area, demonstrates the importance of subglacial erosion to the catchment's sediment budget. Although far more sediment originates subglacially, erosion rates in the proglacial area are over 50 times greater than the rest of the catchment. In turn, both sub- and periglacial processes, in addition to constraining sediment supply, must be considered for assessing future sediment dynamics as glacier area shrinks and proglacial areas grow

Contrast Sensitivity and Night Driving in Older People: Quantifying the Relationship Between Visual Acuity, Contrast Sensitivity, and Hazard Detection Distance in a Night-Time Driving Simulator

Purpose(i) To assess how well contrast sensitivity (CS) predicts night-time hazard detection distance (a key component of night driving ability), in normally sighted older drivers, relative to a conventional measure of high contrast visual acuity (VA); (ii) To evaluate whether CS can be accurately quantified within a night driving simulator.Materials and MethodsParticipants were 15 (five female) ophthalmologically healthy adults, aged 55–81 years. CS was measured in a driving simulator using Landolt Cs, presented under static or dynamic driving conditions, and with or without glare. In the dynamic driving conditions, the participant was asked to simultaneously maintain a (virtual) speed of 60 km/h on a country road. In the with glare conditions, two calibrated LED arrays, moved by cable robots, simulated the trajectories and luminance characteristics of the (low beam) headlights of an approaching car. For comparison, CS was also measured clinically (with and without glare) using a Optovist I instrument (Vistec Inc., Olching, Germany). Visual acuity (VA) thresholds were also assessed at high and low contrast using the Freiburg Visual Acuity Test (FrACT) under photopic conditions. As a measure of driving performance, median hazard detection distance (MHDD) was computed, in meters, across three kinds of simulated obstacles of varying contrast.ResultsContrast sensitivity and low contrast VA were both significantly associated with driving performance (both P < 0.01), whereas conventional high contrast acuity was not (P = 0.10). There was good correlation (P < 0.01) between CS measured in the driving simulator and a conventional clinical instrument (Optovist I). As expected, CS was shown to decrease in the presence of glare, in dynamic driving conditions, and as a function of age (all P < 0.01).ConclusionContrast sensitivity and low contrast VA predict night-time hazard detection ability in a manner that conventional high contrast VA does not. Either may therefore provide a useful metric for assessing fitness to drive at night, particularly in older individuals. CS measurements can be made within a driving simulator, and the data are in good agreement with conventional clinical methods (Optovist I)

Contrast sensitivity and night driving in older people: Quantifying the relationship between visual acuity, contrast sensitivity, and hazard detection distance in a night-time driving simulator

Purpose: (i) To assess how well contrast sensitivity (CS) predicts night-time hazard detection distance (one key component of night driving ability), in normally sighted older drivers, relative to a conventional measure of high contrast visual acuity (VA); (ii) To evaluate whether CS can be accurately quantified within a night driving simulator. Methods: Participants were fifteen (five female) ophthalmologically healthy adults, aged 55 to 81 years. CS was measured in a driving simulator using Landolt Cs, presented under static or dynamic driving conditions, and with or without glare. In the dynamic driving condition, the participant was asked to simultaneously maintain a (virtual) speed of 60 km/h on a country road. In the (dynamic) with glare condition, two calibrated LED arrays, moved by cable robots, simulated the trajectories and luminance characteristics of the (low beam) headlights of an approaching car. For comparison, CS was also measured clinically (with & without glare) using a Optovist I instrument (Vistec Inc., Olching/FRG). Visual acuity (VA) thresholds were also assessed at high and low contrast using the Freiburg Visual Acuity Test (FrACT) under photopic conditions. As a measure of driving performance, median hazard detection distance (MHDD) was computed, in meters, across three kinds of simulated obstacles of varying contrast. Results: CS and low contrast VA were both significantly associated with driving performance (both P < 0.01), whereas conventional high contrast acuity was not (P = 0.10). There was good correlation (P < 0.01) between CS measured in the driving simulator and a conventional clinical instrument (Optovist). As expected, CS was shown to decrease in the presence of glare, in dynamic driving conditions, and as a function of age (all P < 0.01). Conclusions: CS and low contrast VA predict night-time hazard detection ability in a manner that conventional high contrast VA does not. Either may therefore provide a useful metric for assessing fitness to drive at night, particularly in older individuals. CS measurements can be made within a driving simulator, and the data are in good agreement with conventional clinical methods (Optovist I)

Does intraocular straylight predict night driving visual performance? Correlations between straylight levels and contrast sensitivity, halo size, and hazard recognition distance with and without glare

Purpose: To evaluate the relationship between intraocular straylight perception and: (i) contrast sensitivity (CS), (ii) halo size, and (iii) hazard recognition distance, in the presence and absence of glare. Subjects and methods: Participants were 15 (5 female) ophthalmologically healthy adults, aged 54.6–80.6 (median: 67.2) years. Intraocular straylight (log s) was measured using a straylight meter (C-Quant; Oculus GmbH, Wetzlar, Germany). CS with glare was measured clinically using the Optovist I device (Vistec Inc., Olching, Germany) and also within a driving simulator using Landolt Cs. These were presented under both static or dynamic viewing conditions, and either with or without glare. Hazard detection distance was measured for simulated obstacles of varying contrast. For this, the participant was required to maintain a speed of 60 km/h within a custom-built nighttime driving simulator. Glare was simulated by LED arrays, moved by cable robots to mimic an oncoming car’s headlights. Halo size (“halometry”) was measured by moving Landolt Cs outward originating from the center of a static glare source. The outcome measure from “halometry” was the radius of the halo (angular extent, in degrees visual angle). Results: The correlation between intraocular straylight perception, log s, and hazard recognition distance under glare was poor for the low contrast obstacles (leading/subdominant eye: r = 0.27/r = 0.34). Conversely, log CS measured with glare strongly predicted hazard recognition distances under glare. This was true both when log CS was measured using a clinical device (Optovist I: r = 0.93) and within the driving simulator, under static (r = 0.69) and dynamic (r = 0.61) conditions, and also with “halometry” (r = 0.70). Glare reduced log CS and hazard recognition distance for almost all visual function parameters. Conclusion: Intraocular straylight was a poor predictor of visual function and driving performance within this experiment. Conversely, CS was a strong predictor of both hazard recognition and halo extent. The presence of glare and motion lead to a degradation of CS in a driving simulator. Future studies are necessary to evaluate the effectiveness of all above-mentioned vision-related parameters for predicting fitness to drive under real-life conditions