Relate Promotion Tool

This paper contains the documentation of a standalone application used to expedite promotion creation and reflections of the development process

Second (1948) U.S. Navy Antarctic Development Project

The Second (1948) Antarctic Development Project was the second post-war U.S. Navy expedition to the Antarctic and was in reality in part a continuation of the previous year's "Operation High-jump". The general plan of the expedition was that two "wind-class" ice-breakers should penetrate the belt of ice pack at various points along the antarctic coasts and land parties by boat, overland transport, or by aircraft to enable them to fix geographical points. In addition a program of research in the various sciences was undertaken, as well as extensive testing of naval equipment and operational procedure. Commander G. L. Ketchum, USN, was in command of the expedition, officially known as Task Force 39. The ice-breaker U.S.S. Edisto (AG-89), under the command of Commander E. C. Folger, USN, departed Norfolk on 6 November 1947 and proceeded via the Panama Canal to American Samoa to join U.S.S. Burton Island (AG-88), commanded by Commander E. A. MacDonald, USN, and with the Task Force Commander and staff on board. Final departure for antarctic waters took place from Samoa at 0800 on 5 December and both ships headed south on parallel courses to make lines of deep sea soundings. ..

Blue Dolphin Expedition to Labrador

Commander David C. Nutt, U.S.N.R., of Dartmouth College, Hanover, New Hampshire, is to lead a scientific expedition to Labrador in June 1949. The following is a description of his vessel, which will sail under the auspices of the Arctic Institute of North America. The Blue Dolphin, designed by W. J. Roue and built by the Shelburne Shipbuilders, Ltd., Nova Scotia in 1926, has lines similar to the famous Bluenose. Heavily lumbered with 9-inch double frames and heavy planks, she has an overall length of 100 feet, a beam of 22 feet, and a draught of 12 feet. Her registered net tonnage is 68, and her gross tonnage 91. It is planned to sheathe the hull with greenheart, a South American hardwood which polishes instead of splintering under ice abrasion. The stem will be strengthened and a heavy iron shoe added. For power, a new 140 hp. Wolverine 4-cylinder, 4-cycle, 83-inch by 104-inch heavy duty diesel engine was installed in 1947. This engine provides a nice compromise between fuel economy and speed, and gives a cruising speed of 7 knots with a maximum of 8 knots. Additional fuel tanks have been added to give the Blue Dolphin a cruising range of over 4000 miles. The present two-masted schooner rig with Marconi main has a sail area of over 4000 feet, but will be reduced about 20% by cutting the bowsprit down to a 4-foot stub and shortening the main boom approximately 7 feet. This will leave an adequate sail area, and maneuvre the vessel under sail alone in the event of damage to the screw, but will eliminate the long projecting bowsprit and main boom, which are undesirable in northern operation. ... Sails are considered a desirable auxiliary which can provide for fuel economy by helping the vessel along in a fair wind and which may save the vessel in the event of damage to rudder or screw, a real possibility in northern navigation. The Blue Dolphin will carry an 18-foot power launch and two or three fisherman dories for boats. It is also planned to add hydrographic and trawl winches, and deep-sea sounding gear, samplers, and other scientific equipment for hydrographic and oceanographic investigations. Space will be provided for small laboratories. When re-fitted, there will be accommodations for about 18 to 20 hands including a crew of six with the remaining space for scientific workers and student assistants. It is planned to take three to five research workers to carry out field studies. The student assistants will assist in both underway operation of the ship and in carrying out the field work. Preliminary plans for operation in 1949 are to make hydrographic and other studies in the Strait of Belle Isle and along the Labrador coast

The Blue Dolphin Labrador Expeditions, 1949 And 1950

Brief notes on the vessel, the sponsorship, cooperating institutions, and personnel for the two summer trips northward along the Labrador coast from the Strait of Belle Isle to Seven Islands Bay (59 15 N) and (in more detail) discussion of bathymetric, and drainage conditions in the Hamilton Inlet-Lake Melville waters where oceanographic and ecologic work was concentrated in 1950

The Drift of Ice Island WH-5

Summarizes the final documentation of this drift from its calving from Ward Hunt Ice Shelf, North Ellesmere Island, winter 1961-62 until sightings of the remaining fragments in waters of Labrador and Newfoundland, summer 1964. The drift south from the Arctic Ocean indicates that the southward water transport through Nares Strait is discontinuous and, during summer 1963, was interrupted by pulses of surface water to the north and the development of a sluggish counterclockwise gyre in Kane Basin. By 1964, pieces of WH-5 were widely scattered by their irregular escape from Smith Sound and the vagaries of the Baffin and Labrador current systems.La Dérive de l'île de glace WH-5. De 1962 à 1964, l'île de glace WH-5 a dérivé vers le sud, de l'océan Arctique à travers le détroit de Nares et la baie de Baffin. Les mouvements de WH-5 indiquent que le transport d'eau vers le sud à travers le détroit de Nares n'est pas continu et que durant l'été de 1963, il fut interrompu par des poussées d'eau de surface vers le nord et le développement d'un lent mouvement lévogyre dans le bassin de Kane. Lorsqu'ils atteignirent les eaux du Labrador et de Terre-Neuve en 1964, les débris de WH-5 avaient été considérablement dispersés par leur sortie irrégulière du détroit de Smith et les caprices des systèmes de courants de Baffin et du Labrador

Titanocene anticancer complexes and their binding mode of action to human serum albumin: a computational study

Due to the pivotal role played by human serum albumin (HSA) in the transport and cytotoxicity of titanocene complexes, a docking study has been performed on a selected set of titanocene complexes to aid in the current understanding of the potential mode of action of these titanocenes upon binding HSA. Analysis of the docking results has revealed potential binding at the known drug binding sites in HSA and has provided some explanation for the specificity and subsequent cytotoxicity of these titanocenes. Additionally, a new alternative binding site for these titanocenes has been postulated