Structural analysis of the Paint Lake Deformation Zone, Northern Ontario /

The Paint Lake Deformation Zone (PLDZ), located within the Superior Province of Canada, demarcates a major structural and lithological break between the Onaman-Tashota Terrane to the north and the Beardmore-Geraldton Belt to the south. The PLDZ is an east-west trending lineament, approximately 50 km in length and up to 1 km in width, comprised of an early ductile component termed the Paint Lake Shear Zone and a late brittle component known as the Paint Lake Fault. Structures associated with PLDZ development including S-, C- and C'-fabrics, stretching lineations, slickensides, C-C' intersection lineations, Z-folds and kinkbands indicate that simple shear deformation dominated during a NW-SE compressional event. Movement along the PLDZ was in a dextral sense consisting of an early differential motion with southside- down and a later strike-slip motion. Although the locus of the PLDZ may in part be lithologically controlled, mylonitization which accompanied shear zone development is not dependent on the lithological type. Conglomerate, intermediate and mafic volcanic units exhibit similar mesoscopic and microscopic structures where transected by the PLDZ. Field mapping, supported by thin section analysis, defines five strain domains increasing in intensity of deformation from shear zone boundary to centre. A change in the dominant microstructural deformation mechanism from dislocation creep to diffusion creep is observed with increasing strain during mylonitization. C'-fabric development is temporally associated with this change. A decrease in the angular relationship between C- and C'-fabrics is observed upon attaining maximum strain intensity. Strain profiling of the PLDZ demonstrates the presence of an outer primary strain gradient which exhibits a simple profile and an inner secondary strain gradient which exhibits a more complex profile. Regionally metamorphosed lithologies of lower greenschist facies outside the PLDZ were subjected to retrograde metamorphism during deformation within the PLDZ.

Letter to S.D. Woodruff from William Leary, steward, endorsing G. Fish to paint the new building

Letter to S.D. Woodruff from William Leary, steward, endorsing G. Fish to paint the new building (1 ½ pages, handwritten), June 7, 1875.

A comparative study of the creative expressions in paint and clay of deaf and hearing children

This paper discusses the results of study to determine differences in artwork done by hearing impaired and normal hearing children.

Using paint to investigate fires: an ATR-IR study of the degradation of paint samples upon heating

Fire investigation is a challenging area for the forensic investigator. The aim of this work was to use spectral changes to paint samples to estimate the temperatures to which a paint has been heated. Five paint samples (one clay paint, two car paints, one metallic paint, and one matt emulsion) have been fully characterized by a combination of attenuated total reflectance Fourier transform infrared (ATR-IR), Raman, X-ray fluorescence spectroscopy and powder X-ray diffraction. The thermal decomposition of these paints has been investigated by means of ATR-IR and thermal gravimetric analysis. Clear temperature markers are observed in the ATR-IR spectra namely: loss of m(C = O) band, >300°C; appearance of water bands on cooling, >500°C; alterations to m(Si–O) bands due to dehydration of silicate clays, >700°C; diminution of m(CO3) and d(CO3) modes of CaCO3, >950°C. We suggest the possible use of portable ATR-IR for nondestructive, in situ analysis of paints.

Real time video segmentation for recognising paint marks on bad wooden railway sleepers

Wooden railway sleeper inspections in Sweden are currently performed manually by a human operator; such inspections are based on visual analysis. Machine vision based approach has been done to emulate the visual abilities of human operator to enable automation of the process. Through this process bad sleepers are identified, and a spot is marked on it with specific color (blue in the current case) on the rail so that the maintenance operators are able to identify the spot and replace the sleeper. The motive of this thesis is to help the operators to identify those sleepers which are marked by color (spots), using an “Intelligent Vehicle” which is capable of running on the track. Capturing video while running on the track and segmenting the object of interest (spot) through this vehicle; we can automate this work and minimize the human intuitions. The video acquisition process depends on camera position and source light to obtain fine brightness in acquisition, we have tested 4 different types of combinations (camera position and source light) here to record the video and test the validity of proposed method. A sequence of real time rail frames are extracted from these videos and further processing (depending upon the data acquisition process) is done to identify the spots. After identification of spot each frame is divided in to 9 regions to know the particular region where the spot lies to avoid overlapping with noise, and so on. The proposed method will generate the information regarding in which region the spot lies, based on nine regions in each frame. From the generated results we have made some classification regarding data collection techniques, efficiency, time and speed. In this report, extensive experiments using image sequences from particular camera are reported and the experiments were done using intelligent vehicle as well as test vehicle and the results shows that we have achieved 95% success in identifying the spots when we use video as it is, in other method were we can skip some frames in pre-processing to increase the speed of video but the segmentation results we reduced to 85% and the time was very less compared to previous one. This shows the validity of proposed method in identification of spots lying on wooden railway sleepers where we can compromise between time and efficiency to get the desired result.

Enhancement of the antifouling properties and filtration performance of poly(ethersulfone) ultrafiltration membranes by incorporation of nanoporous titania nanoparticles

Nanoporous titania nanoparticles (NTNs) were synthesized and used as an additive at a low concentration of 0.1-1 wt % in the fabrication of poly(ethersulfone) (PES) ultrafiltration membranes via non-solvent-induced phase separation. The structure and properties of nanoparticles were characterized using nitrogen sorption, X-ray diffraction, scanning electron microscopy, and transmission electron microscopy. The NTNs have a size distribution with a particle size of mainly <100 nm and have a Brunauer, Emmett, and Teller surface area of ∼100 m2 g-1. The modified membranes were fabricated and investigated in terms of their pure water flux, solute rejection, and fouling resistance. The water permeability and molecular weight cutoffs (MWCOs) of membranes were determined under constant-pressure filtration in dead-end mode at 100 kPa. The membrane fouling resistance was characterized under constant flux operation using bovine serum albumin as a model foulant. The membranes were characterized in terms of morphology, porosity, pore size distribution, energy-dispersive X-ray spectroscopy, contact angle goniometry, surface free energy, and viscosity of the dope solution. Overall, the modified membrane showed increased wettability and reduced surface free energy and pore size. The modified UF membrane with 0.5 wt % NTN loading exhibited improved fouling resistance (fouling rate of 0.58 kPa/min compared to a rate of 0.70 kPa/min for the control membrane) with ∼80% water flux recovery. The same membrane showed an ∼20% increase in water flux, an improvement in MWCO, and a narrower pore size distribution.

Comparative toxicity of antifouling compounds on the development of sea urchin

Conselho Nacional de Desenvolvimento Científico e Tecnológico (CNPq)