bluuebunny/crossref_metadata_2025_split huggingface dataset:
Geochronology and structural relationships of mesothermal gold mineralization in the Palaeoproterozoic Jokisivu prospect, southern Finland
Authors: SAALMANN K. , MÄNTTÄRI I. , PELTONEN P. , WHITEHOUSE M. J. , GRÖNHOLM P. , TALIKKA M. 
Published: January 2010

AbstractThe palaeoproterozoic Svecofennian orogen in southern Finland contains a number of orogenic gold occurrences. The Jokisivu gold deposit, comprising auriferous quartz veins, is hosted by syn-tectonic quartz diorites to gabbros. Mineralization occurs in approximately WNW–ESE- and WSW–ENE-trending shear zones, which probably branch from regional-scale NW–SE-trending shears. Ore zone fabrics post-date regional-scale folding and the metamorphic peak, and can be correlated with late Svecofennian regional shear tectonics (D6; 1.83–1.78 Ga), indicating that mineralization formed during the late stages of orogenic evolution. SIMS and TIMS U–Pb dating of three samples place tight constraints on the age of gold mineralization. Zircons from both unaltered and altered quartz diorites have ages of 1884±4 Ma and 1881±3 Ma, respectively. These are interpreted as the crystallization age of the rock and as providing the maximum age for mineralization. Zircon rims from an altered quartz diorite from the ore zone give ages of c. 1802±15 Ma, which overlap with the 1801±18 Ma titanite (mean Pb–Pb) age from the ore zone. The ages are similar to the age of the pegmatite dyke that cuts the ore zone and whose zircon age of 1807±3 Ma is approximately the same as the 1791±2 Ma monazite age (TIMS) giving the minimum age of the gold mineralization. The mineralization and its structural framework can be correlated with coeval late Svecofennian shear tectonics related to WNW–ESE-oriented shortening in southern Finland. Extensive c. 1.8 Ga granite magmatism, shear zone development and associated gold mineralization are of regional importance also in the northern and western Fennoscandian Shield (Finnish Lapand and Sweden). A Cordilleran-type setting can explain the widespread distribution of magmatism and gold mineralization associated with shortening, as well as the required heat source triggering hydrothermal fluid flow along shear zones.
THE ASSOCIATION OF SOCIAL SUPPORT AND ACTIVITIES WITH HEALTH IN SOUTH KOREA: DIFFERENCES IN AGE AND GENDER
Authors: MOON SANG-SIK , PARK SANG-MI , CHO SUNG-IL 
Published: January 2010

SummaryThis study investigated gender difference in the effects of social support, including emotional support and instrumental support (such as help when sick and financial assistance), and social activities on perceived health of middle-aged and older adults in South Korea. Data were acquired from 3771 men and 4954 women aged 40 years and older who participated in the 2005 cross-sectional survey of the Seoul Citizens Health and Social Indicators Survey. Using multiple regression analysis, both age- and gender-specific differences related to social support and engagement in social activities and self-rated poor health were examined. Poor emotional support from close friends, relatives or someone with whom one could talk about worries was strongly associated with poor self-rated health in men, with the greatest effect in older men. Lack of engagement in social activities was associated with self-rated poor health in older adults, especially in older men. Poor instrumental support was associated with perceived poor health only in middle-aged women. As a health improvement strategy for men aged 65 years and older especially, emotional support should be considered. Measures should be considered for encouraging social activities by older adults, particularly older men.
Executive functioning in high-IQ adults with ADHD
Authors: Antshel K. M. , Faraone S. V. , Maglione K. , Doyle A. E. , Fried R. , Seidman L. J. , Biederman J. 
Published: January 2010

BackgroundTo examine the association between psychological tests of executive functioning and functional outcomes among high-IQ adults with attention deficit hyperactivity disorder (ADHD).MethodSubjects were high-IQ adults with (n=64) and without ADHD (n=53). Subjects were administered a battery of neuropsychological tests assessing executive functioning.ResultsHigh-IQ adults with ADHD performed less well than those without ADHD on several psychological tests of executive functioning, including the Wisconsin Card Sorting Test (WCST), Stroop Color and Word Test, Rey–Osterrieth Complex Figure Test (ROCF), California Verbal Learning Test (CVLT) and an auditory continuous performance test (CPT). Test performance in the high-IQ adult ADHD group, however, was average. In the entire sample, performance on several tests of executive functioning including the ROCF and the CVLT were significant predictors of real-world functioning.ConclusionsHigh-IQ adults with ADHD perform less well on tests of executive functioning relative to high-IQ control participants. Performance on several tests of executive functioning was a significant predictor of functioning.
The United Kingdom government's ‘business case’ approach to the regulation of retirement
Authors: FLYNN MATTHEW 
Published: January 2010

ABSTRACTIn the Employment Equality (Age) Regulations 2006, the United Kingdom government set a ‘default’ retirement age of 65 years after which an employer can compulsorily retire workers, and made it obligatory for employers to consider the ‘business case’ for any employees' requests to continue in work after the default age. This is a ‘light touch’ approach to reducing age discrimination at the workplace and to changing the established ‘culture of retirement’. While encouraging productive staff to remain in post beyond 65 years of age, it leaves implementation of the policies and achievement of their goals to the discretion of employers. This article explores how British employers are adapting to the law, by drawing from interviews with 70 managers from a wide range of organisations. Overall the collected evidence shows the limits of a business case approach as a means of changing employers' practices. It was found that line managers, rather than senior managers or human resources specialists, generally decide which employees can stay employed after age 65 years. Consequently, the research suggests that opportunities for workers aged 65 or more years to stay employed are more the result of individual arrangements with their immediate managers than changes in an organisation's policies and practices. Altogether, the evidence suggests that consolidation rather than eradication of the established retirement culture has occurred.
Stochastic optimization-based approach for multifingered grasps synthesis
Authors: Bounab Belkacem , Labed Abdenour , Sidobre Daniel 
Published: January 2010

SUMMARYIn this paper, we propose an approach for computing suboptimal grasps of polyhedral objects. Assumingnhard-finger contact with Coulomb friction model and based on central axes of the grasp wrench, we develop a new necessary and sufficient condition forn-finger grasps to achieve force-closure property. Accordingly, we reformulate the proposed force-closure test as a new linear programming problem, which we solve using an interior point method. Furthermore, we present an approach for finding appropriate stable grasps for a robotic hand on arbitrary objects. We use the simulated annealing technique for synthesizing suboptimal grasps of 3D objects. Through numerical simulations on arbitrary shaped objects, we show that the proposed approach is able to compute good grasps for multifingered hands within a reasonable computational time.
Sound source tracking considering obstacle avoidance for a mobile robot
Authors: Uchiyama Naoki , Sano Shigenori , Yamamoto Akihiro 
Published: January 2010

SUMMARYSound source tracking is an important function for autonomous robots, because sound is omni-directional and can be recognized in dark environment. This paper presents a new approach to sound source tracking for mobile robots using auditory sensors. We consider a general type of two-wheeled mobile robot that has wide industrial applications. Because obstacle avoidance is also an indispensable function for autonomous mobile robots, the robot is equipped with distance sensors to detect obstacles in real time. To deal with the robot's nonholonomic constraint and combine information from the auditory and distance sensors, we propose a model reference control approach in which the robot follows a desired trajectory generated by a reference model. The effectiveness of the proposed method is confirmed by experiments in which the robot is expected to approach a sound source while avoiding obstacles.
Instrument Requirements for Civil Aircraft
Authors: Majendie A. M. A. 
Published: January 2010

In modern air navigation, fuel consumption and cruise control present problems inseparable from those of pure navigation. Captain Majendie's paper, which was prepared for another purpose (but has not previously been published), is therefore of particular interest to navigators, because of the light it sheds on these related matters.Instruments are to a very real extent the basic tools of both the pilot and navigator of a civil transport aircraft, and it is difficult to draw any clear line between their respective requirements. The following notes have been put together to try to give a survey of some of the most useful lines of development in this field. Clearly, such a survey must be in very general terms, but it is hoped that it may be of value in setting the various problems discussed into some sort of general perspective.
The Accuracy of Dead Reckoning in the Air
Authors: Durst C. S. 
Published: January 2010

In 1953 an Institute working party was set up to investigate the accuracy of dead reckoning in air navigation and to attempt to produce error data covering a wide range of operational conditions. Dead reckoning errors fall into two categories, those due to wind finding and forecasting, and those due to instruments. Mr. Durst's paper surveys the whole problem, laying particular emphasis on the meteorological aspects, and represents the main progress in this subject to date.The error of a dead reckoning position in the air will depend on the accuracy of the initial position from which the departure is made, the accuracy of the course steered (compass error), the accuracy of distance flown (airspeed-indicator or engine-revolution error), and the accuracy of the wind used (forecast error, found-wind error, &c). These quantities can be expressed mathematically, as is done in Appendix I, and it will be seen that if a pair of fixes is available it is possible to derive the dead reckoning error. The standard error that will arise when a large number of D.R. positions have been calculated on different occasions using a large number of aircraft and observers can be written symbolically; the expressions are fairly simple provided that the errors made in the different classes listed above (e.g. the errors in compass and distance run) are not closely correlated.
The Polar Flight of Aries IV
Authors: Bower D. 
Published: January 2010

In October 1954, Aries IV, a Canberra aircraft from the Royal Air Force Flying College, made the first flight by a British jet over the North Geographical Pole. This paper describes the navigation aspects of that flight, together with a later series of training flights for which it was a preparation.For several years it has been the practice for navigator students at the Royal Air Force Flying College to carry out high-latitude flights as part of the normal syllabus of training. Hitherto only piston-engined aircraft have been used, but in 1954 it was decided to extend the scope of activities to include Canberras, the first flights to take place in December of that year from an airfield in northern Norway. A preliminary survey was necessary to confirm the practicability of the proposed navigation technique under actual conditions, and it was agreed that this should take the form of a flight towards the North Geographical Pole. A further object of the survey was the selection of a suitable operating base; the choice lay between Bardufoss and Bödo.
The Value of Meteorological Forecasts for Airline Operation
Authors: Williams J. E. D. 
Published: January 2010

A number of members have been invited to contribute to a general discussion on the value of meteorology to navigation. It is hoped to follow Mr. Williams' contribution with others dealing with different aspects of the subject.Years ago there was weather in which birds and airmen alike walked. Now, although operations through particular airports affected by below-minima weather may be interrupted, airline services are rarely cancelled because of weather en-route. As aircraft tend to fly faster and higher, and navigational aids slowly improve, the weather information required by the short-range operator tends to be conditioned by the question: Can my aircraft operate through airport X at time T? The long-range operator is still interested in two other questions: What route will give the most favourable component, and What is that component? Having the meteorologist's answer to these and other, less vital, questions, the operator plans his flight on the assumption that the forecast is quite correct and equips and fuels his aircraft on the assumption that it is wholly false. The operator has learned to compensate for the errors of forecasting; possibly all the airline accidents in recent years in which unexpected weather deterioration played a major part could have been avoided with sound airmanship. The most realistic way, therefore, to consider the value of forecasting to airline operation is to attempt to evaluate the cost to operators of the measures they take to protect life and equipment against forecast error and speculate on what would happen if no forecasting were attempted.
American Thinking on the Collision Problem
Authors: White Frank C. 
Published: January 2010

Even in good weather, visual collision avoidance by pilots is unsatisfactory for reasons which include the following:(i) When on a collision course the other aircraft has no relative motion across the windscreen and is indistinguishable from other marks on the windscreen until danger is very close.(ii) There is a tendency to focus the eyes on nearby objects on the windscreen instead of at infinity, especially in the absence of conspicuous cloud and at high altitude. This can cause ‘empty field myopia’ whereby a normal pilot becomes nearsighted, his eyes focusing on a location less than six feet away.(iii) In modern jet fighter aircraft the pilot must give much of his visual attention to instruments in the cockpit, such as the altimeter, owing to the difficulty of maintaining longitudinal stability, especially when heavily loaded. In clear air above 35,000 ft, it is estimated the pilot flies half contact and half on instruments.
The Para-Visual Director
Authors: Majendie A. M. A. 
Published: January 2010

In the development of instrument systems for the purpose of flight control, traditional designs have consistently failed to solve three particular operational problems:(a) The difficulty of transition from instrument to visual flight conditions at the final stages of an instrument approach to land in bad weather.(b) The preservation of instrument control when the pilot±s attention is, for any reason, directed away from the appropriate instruments. Preoccupation with other duties, lack of concentration due to fatigue, keeping a look-out for other aircraft, &c, are examples of situations when the maintenance of accurate flight control may be lost.(c) The effective monitoring of the accuracy and precision with which an automatic pilot is achieving its selected function. Admittedly this can be achieved by the pilot continuously watching his appropriate primary instruments, but this tends to be extremely monotonous, and to a considerable extent reduces the advantages to be derived from effective automatic control. This particular problem reaches its peak under high altitude, high-speed, conditions of cruise of a jet transport, and in the final stages of an automatic approach, automatic flare, or automatic landing, on any type of aircraft.
Automatic Landing: The Role of the Human Pilot
Authors: Majendie A. M. A. 
Published: January 2010

Accepting the technical fact of automatic landing, an examination is made of the basic human problems in its application to commercial air transport. This examination starts with an analysis of the use of human operators and automatic machines applied to operational tasks. Consideration is given to both control and monitoring functions, and conclusions are drawn about the correct approach to man/machine system design.The required standard of safety for commercial automatic landing is briefly reviewed, with particular reference to the official British attitude. It is shown that automatic landing can be a tool for improving safety in future. The role of the pilot is considered. It is concluded that there is no real conflict between man and machine: that the automatic system will not affect the crew complement, or the basic responsibilities of an airline pilot: and that the potential of automatic systems can only be realized by a proper understanding of their true implications.The original paper, of which this is an abbreviated version, was presented at the Institute of Aerospace Sciences National Meeting held in Seattle, Washington, on 10 and 11 August 1962.Automatic landing systems are already in full production in Britain for Bomber and Transport aircraft of the Royal Air Force, and many thousands of successful landings have been made in both jet and propeller driven aircraft in all sorts of weather conditions. Second generation equipment is now clearing the prototype stage and entering production for application to passenger carrying aircraft at a civil standard of safety. This equipment is destined initially for application to the De Havilland Trident for British European Airways, and to the Short Belfast heavy transport for the Royal Air Force.
The Lighthouse Services
Authors: Dickens D. A. G. 
Published: January 2010

Captain Dickens, an Elder Brother of Trinity House, here describes the history and function of the lighthouse authorities in catering for the needs of shipping around our coasts, and discusses the wide range of navigational aids now in use. The paper was presented at an Ordinary Meeting of the Institute held in London on 18 November 1970 with the President, Rear Admiral G. S. Ritchie, C.B., D.S.C., in the chair.One of the first lights to be set up to aid mariners was the Pharos erected at the entrance to the port of Alexandria in 270 B.C. and said to have been visible at sea for 40 miles. With the development of maritime traffic, more and more lights have been established so that shipping can proceed in comparative safety around the various seaboards of the world. In the United Kingdom the early lights and beacons were either privately owned, attached to various monasteries or managed by the Trinity Houses, which were corporations of seafaring men.
Marine Radars for Large Ships
Authors: Wylie F. J. 
Published: January 2010

This paper is concerned with a limited part of the marine radar field, namely the equipments intended primarily for the larger ships. In these sets the greatest refinement and versatility is aimed at, to cover the wide variety of circumstances met with by the ocean fliers, the great tankers and the deep-sea tramps seeking port in any corner of the world. The paper is a factual record of radar characteristics as we enter the sixties and the fifteenth year of commercial radar; it seeks to make no invidious comparisons, but it is intended mainly to provide food for thought.Marine radar has reached a very interesting stage in its progress. From 1947 to 1952 there was a gradual development in the United Kingdom towards a common, rather strict, specification. In the United States there was a similar trend towards a somewhat different standard. Between 1953 and 1959 the American tendency was to move towards the high definition favoured by Britain while British manufacturers began to offer the large diameter displays, 15 or 16 in., which were always popular in the States. Other trends on the whole have been similar, that is towards high definition, operational refinement, general reliability and better control of rain and sea clutter.
The Earliest Original English Seaman's Rutter and Pilot's Chart
Authors: Ruddock Alwyn 
Published: January 2010

This article reports the discovery of two documents of considerable interest in the early history of navigation in England. When Henry VIII was planning to send ships of the royal fleet to Harderwijk in Guelderland in 1539, no pilot's book or chart of this part of the coast of northern Europe could be found in England. Therefore two experienced shipmasters, John Aborough of Devon and Richard Couche of Dover, were sent in haste to the Low Countries to make a survey of the coast and chart the route the king's ships would have to follow. Working with speed and secrecy, they compiled and brought back to the king a rutter giving sailing directions for Zeegat van Texel and the Zuider Zee and also a rough chart showing in detail the channels through the Haaks Banks, the entry to Marsdiep and the channel from thence to Enkhuizen. These two documents are the earliest original examples of such navigational directions drawn up by Englishmen which have so far been discovered. Both are reproduced in full and discussed in detail in this study.Among the Marquess of Salisbury's family archives at Hatfield House is a document of great interest in the early history of navigation in England. It is a seaman's rutter giving directions for the navigation of Zeegat van Texel and the Zuider Zee which was compiled by two English shipmasters in 1539 on direct orders from King Henry VIII. A narrow roll of manuscript fashioned by roughly sewing four strips of parchment end to end, being not quite 6 in. wide and nearly 3½. long when fully opened out, this appears to be the earliest original English rutter which can be found today. It is true that the well-known set of fifteenth-century ‘Sailing Directions’ published by the Hakluyt Society in 1889 were compiled at an earlier date. But these have only survived in a copy transcribed by a professional scribe, William Ebesham, among a number of treatises on heraldry, chivalry and similar matters contained in a volume called the Great Book, part of the library of a country gentleman of East Anglia, Sir John Paston. The parchment roll at Hatfield would appear, therefore, to be the earliest example of an original English rutter which has yet been discovered.