Background: Computer-delivered cognitive behavioural therapy (cCBT) is an effective alternative to provider-delivered treatment for depression and anxiety, but high attrition poses a significant challenge to its use. Peer support is a feasible approach to improving cCBT engagement, but less is known about its acceptability among Veterans. Aims: To obtain feedback from Veterans (n = 24) with depression and/or anxiety on their preferences for (a) activities of Veterans Administration Peer Support Specialists (VA PSS) in helping Veterans use Moving Forward, a cCBT-based protocol developed by VA, and (b) methods for delivering support to Veterans using this programme. Method: Four focus groups (5–7 Veterans per group) provided feedback to be used in the development of a peer-supported engagement intervention to help Veterans with depression and anxiety use Moving Forward. Content areas included roles that a VA PSS might play in supporting the use of and engagement in Moving Forward, as well as methods of delivering that support. Results: Veteran preferences for PSS activity focused on practical aspects of using Moving Forward, including orientation to the programme, technical support, and monitoring progress. Feedback also suggested that Veterans preferred more personal roles for the PSS, including emotional support, as well as application of Moving Forward to ‘real life’ problems. Conclusions: The findings extend the literature on online, patient-facing mental health protocols by identifying emotional support and ‘real life’ skills application as Veteran-preferred components of a peer-support protocol designed to enhance use of and engagement in cCBT for depression and anxiety.

This paper is intended to provide an outline of how the lead and line formed a vital, but often overlooked, role in safe navigation during the 16th Century, with some comments on its later use up to, and into the 20th Century. During this period, the development of the more mathematical dead-reckoning and the more exciting astro-navigation attracted the attention of the literate commentators who were responsible for record keeping while the often illiterate sailors got on with practising their craft. Also, May (1970), has commented that, “the navigators during the great age of discovery must have made extensive use of the lead and line, but references are extremely sparse, for all their rough log-books were destroyed and only the most important references to their navigational proceedings were copied into the fair accounts of their voyages which have come down to us.”

Every sailor, at the back of his or her mind, is aware that the nearest land is likely to be directly beneath the ship's keel and he or she is interested to know just how near. For over two thousand years, mariners measured depth of water by using a sounding rod in shallow areas and the lead and line in deeper water. This paper considers how, during the “Dark Ages”, sailors in the North Sea might have navigated, including the use of sounding rods and lead lines for way-finding during a time when no other navigational instruments were available. Because of the lack of contemporary records the authors firstly consider the use of depth finding in earlier and later times to shed light on how the early North Sea sailors might have operated. The latter part of this paper takes account of the earlier discussion, together with some records of North Sea voyaging, to suggest how “Dark Age” sailors might have used sounding rods, the lead and line, and other techniques to navigate around and across the North Sea.

Resistance to infections with Heligmosomoides bakeri is associated with a significant quantitative trait locus (QTL–Hbnr1) on mouse chromosome 1 (MMU1). We exploited recombinant mice, with a segment of MMU1 from susceptible C57Bl/10 mice introgressed onto MMU1 in intermediate responder NOD mice (strains 1094 and 6109). BALB/c (intermediate responder) and C57Bl/6 mice (poor responder) were included as control strains and strain 1098 (B10 alleles on MMU3) as NOD controls. BALB/c mice resisted infection rapidly and C57Bl/6 accumulated heavy worm burdens. Fecal egg counts dropped by weeks 10–11 in strain 1098, but strains 1094 and 6109 continued to produce eggs, harbouring more worms when autopsied (day 77). PubMed search identified 3 genes (Ctla4, Cd28, Icos) as associated with ‘Heligmosomoides’ in the B10 insert. Single nucleotide polymorphism (SNP) differences in Ctla4 could be responsible for regulatory changes in gene function, and a SNP within a splice site in Cd28 could have an impact on function, but no polymorphisms with predicted effects on function were found in Icos. Therefore, one or more genes encoded in the B10 insert into NOD mice contribute to the response phenotype, narrowing down the search for genes underlying the H. bakeri resistance QTL, and suggest Cd28 and Ctla4 as candidate genes.

Antidepressants are important in the treatment of depression, and selective serotonin reuptake inhibitors are first-line pharmacologic options. However, only 50% to 70% of patients respond to first treatment and <40% remit. Since depression is associated with substantial morbidity, mortality, and family burden, it is unfortunate and demanding on health resources that patients must remain on their prescribed medications for at least 4 weeks without knowing whether the particular antidepressant will be effective. Studies have suggested a number of predictors of treatment response, including clinical, psychophysiological, neuroimaging, and genetics, each with varying degrees of success and nearly all with poor prognostic sensitivity and specificity. Studies are yet to be conducted that use multiple measures from these different domains to determine whether sensitivity and specificity can be improved to predict individual treatment response. It is proposed that a focus on standardized testing methodologies across multiple testing modalities and their integration will be crucial for translation of research findings into clinical practice.

This paper looks at the navigational challenges faced by William Dampier when, as Captain of the Royal Navy ship Roebuck, in 1699, he approached, and then found his way along the coast of Western Australia (at that time known as New Holland). A discussion of the methods and instruments available to Dampier is followed by consideration of how, and with what success, he went about his task. Dampier's own account of the voyage was included in his book A Voyage to New Holland (Dampier, 1703) although this is likely to have been heavily edited, and perhaps even rewritten by a “man of letters” to make it more attractive to the general public. For this reason and, bearing in mind that autobiographical work may contain omissions or otherwise be slanted to show the writer in his best light, the navigational information in his book has been cross-checked with the Roebuck's original Master's Log, held by the UK National Archives at Kew (Documents ADM 52/94). Jacob Hughes was the ship's Master, but the Log entries were written in at least two hands.

The authors give a personal account of the use of astro navigation during the years before GPS became the primary aid for oceanic navigation. The paper also contains an account of the support provided by The Nautical Almanac (NA) together with its associated tables and computer programs which ease the tedium of sight reduction while leaving the satisfaction to be found in successful astro observations at sea.

An early version of Section 2 of this paper formed part of a presentation made at the Symposium After Longitude – Modern Navigation in Context which took place at the UK National Maritime Museum from 22–23 March 2012.

In the middle years of the 20th Century, few merchant ships were fitted with radar and, on those that were, shipmasters often looked upon it as a distraction from a watchkeeper's proper duties rather than as a useful aid to navigation.

For shipmasters of that persuasion, the only place to keep watch was outside the wheelhouse on an exposed bridge wing; mostly the starboard wing because the COLREGS (‘Collision Regulations’ or, more properly, ‘The International Regulations for Preventing Collisions at Sea’) required us to give way to ships approaching from the starboard side. Well, the bridge wing was an attractive place to spend a few hours on a calm, tropical night, but it could be highly disagreeable and sometimes, I thought, actually dangerous, in a North Atlantic rainstorm.

This paper presents the thoughts and experiences of marine navigators of the mid-20th century in their use of compasses during the transition from magnetic to gyro compasses.

The January 2009 issue of the Journal of Navigation included a paper (John Wilde Crosbie 2009) entitled, “Revisiting the lessons of the early steering and sailing rules for an e-navigation age.” Following a description of the development of the COLREGS from the early 19th century, he concluded that the current steering and sailing rules should be replaced by a single rule more suited to modern conditions. This might take the form of a rule stating that a vessel taking action to avoid collision should not pass ahead of the other vessel. Such a rule would require a radical change in the philosophy of collision avoidance at sea, and evidence is required that it would be both effective and acceptable by mariners. Radar simulator experiments, conducted by the author some years ago in another context, suggest that this might be the case. An analysis of the experimental results and some conclusions are reported in this paper. The author recommends that further trials, specifically designed to test the Crosbie proposals, would be desirable.