Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: But beyond that, carsharing, which in its commercial or group forms is independent of private car ownership, seems well cut-out for introducing new vehicle technologies into the market. Users get to use and try out new technology in providers’ vehicle fleets, without the costs of doing so that comes with conventional vehicle ownership. In fact, this is already taking place with electric mobility, where companies such as Car2Go, DriveNow and Citroen’s Multicity service are incorporating electric vehicles into their fleets. The user response has been markedly positive. On this point, projects have reported two aspects of electric-mobility carsharing: Firstly, the new technology has been successfully and speedily furnished for a large section of carsharing users; this has stimulated its use. Secondly, many users actively seek out the option that carsharing gives of testing and using new technologies [13, p. 15; 15, p. 19]. The introduction of autonomous vehicles into public transport may be more difficult, even if automated rail and metro lines have so far largely been positively received, e. g. Linie 1 of the Paris Metro, fully automated since 2012 [35], or the metro line to [36]. But the spatial separation of rail tracks provides for different conditions than would most likely be the case on the roads. If autonomous vehicles were also tied to a rigid infrastructure in road transport, then not only would considerable costs result, but the possibility of more flexible navigation would also be lost. Testing the deployment of autonomous vehicles in prescribed, small-scale public or semi-public areas, as described in Chap. 10, thus assumes especial importance. A comparably open “experimental philosophy” is not currently visible in many places. 8 ConclusionFurther developing carsharing systems and changing public transportation through the deployment of autonomous vehicles appears in essence possible, and is in many places also linked to clearly defined benefits for road users. In carsharing, the use of fully automated pick-up and drop-off services, in the sense of Valet Parking, seems to almost be a logical and necessary consequence if carsharing’s availability and use are to be extended further in the medium-term. We can already see that numerous new ideas concerning car and ridesharing are cropping up and being tested out, which could have an even greater potential when combined with autonomous vehicles.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В настоящее время можно говорить только о месторождениях, обрамляющих с юга Сибирский кратон, где отмечается последовательность циклов накопления золота, показанная Д. В. Рундквистом (1990) на примере Байкало-Патомского региона.

Output: pass


Input: Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: Table 8 presents the average values of the average speed, free-flow speed, headway, and traffic volume in each scenario, and the relative change of each parameter [dpi—Eq. (1)] from the baseline scenario (scenario 1). We can see that when the weather deteriorates both in daytime and nighttime, the average vehicle speed and the free-flow speed fall and average headways increase. During the daytime, the occurrence of rain causes a fall in the average speed by 6%, in the free-flow speed by 4%, and an increase in headways by about 9%; in case of snowfall the average speed decreases by 11%, free-flow speed decreases by 12%, and headways increase by approximately 27%. When visibility is poor, the average speed does not change and the free-flow speed falls by approximately 2%; average headways increase by about 10%. In the nighttime the average speed is higher than during daytime, but free-flow speed decreases by 2%. When the rain occurs in the nighttime, the average speed falls by 2%, free-flow speed decreases by 7% relative to normal weather conditions during daytime; snowfall at the nighttime causes 14% reduction in the average speed and 17% reduction in the free-flow speed relative to the daytime and normal weather conditions. Average headways increase by several times in the nighttime, and the very high deviations from the average can be noticed. This can be probably explained by low traffic volumes during the nighttime (q = 529–842 vehicles per hour). At dawn and dusk, when the amount of the natural light is limited, the observed average speed is higher than in the baseline, but the free-flow speed falls by 3. 5% and 0. 7%, respectively. Table 8 Changes in selected parameters of vehicle flow in the scenarios i = 1–9 of weather and time of day, as defined in Table 3. An asterisk indicates the baseline scenario; NA = not applicable. Table 9 Free-flow speed, capacity, and speed-at-capacity estimated with Eq. (2), and the relative change in relation to the baseline scenarios, for scenarios 1–9. An asterisk indicates the baseline scenario; NA = not applicable. To estimate the capacity under different weather and time-of-day conditions, the speed–density model [Eq. (2)] was used. For each scenario the model was fitted to the data and calibrated.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: The harm would primarily be borne by the company itself (shareholders, employees). 2. Passive: People are subjected to risks by the decisions of other people. Those affected are different than those who make the decisions. A risky driver risks not only his or her own health but also the lives and health of others. Between these extremes, the following risk levels can be distinguished analytically: (1) Risks that the individual can decide to take or not, such as riding a motorcycle, extreme sports or, in the future, perhaps a space voyage; (2) imposed risks that the individual can reasonably easily avoid, such as potential health risks due to food additives that can, given appropriate labeling, be avoided by purchasing other foods; (3) imposed risks that can only be avoided with considerable effort, e. g. in cases such as the decision of where to locate a waste incineration site, radioactive waste storage site or chemical factories—it is theoretically possible to move to another location, but only at great cost; and (4) imposed risks that cannot be avoided such as the hole in the ozone layer, gradual pollution of groundwater, soil degradation, accumulation of harmful substances in the food chain, noise, airborne p2. 2 for RisksConventional questions as to the type and severity of the risk associated with particular measures or new technologies are therefore too general and obscure salient differentiations. An adequate and careful discussion of risks must be conducted in a context-based and differentiated manner and should, as far as possible, answer the following questions with regard to autonomous driving: For whom can damages occur; which groups of people may be affected or suffer disadvantages? How are the possible risks distributed among different groups of people? Are those who bear the risks different groups than those which would benefit from autonomous driving? Who are the respective decision-makers? Do they decide on risks they would take themselves or do they impose risks on others? What types of harm are imaginable (health/life of people, property damage, effects on jobs, corporate reputations, etc. )? What is the plausibility or probability that the risks will occur? What does their occurrence depend on? How great is the potential scope of the risks of autonomous driving in terms of geographic reach and duration? Are there indirect risks, e. g. of systemic effects? Which actors are involved in risk analysis, risk communication and the evaluation of risks, and what perspectives do they bring to the table?

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В частности, в наиболее золотоносной его части – Бодайбинской – зоне первичное накопление золота происходило в черносланцевых толщах низов неопротерозоя (1050–700 млн лет), а формирование поздних золото-кварцевых и золото-сульфидных руд в раннепалеозойский период связано с проявлением еще и самого молодого золото-кварцевого оруденения в среднем палеозое (Лаверов и др. , 2007).

Output: pass


Input: Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: A constant value of density at capacity was adopted (kopt = 52 passenger cars per kilometer). The other parameters were estimated using the model. The results are given in Table 9. As we can see, as the weather deteriorates, the free-flow speed and speed-at-capacity fall as does capacity. Under conditions of limited visibility, the reduction in capacity is about 3%, with rain causing a drop in capacity by about 5% in the daytime and by 8% in the nighttime. Snowfall causes a drop in capacity by about 9% in daytime and 19% in the nighttime (all in comparison with the baseline scenario 1). During dawn and dusk both the free-flow speed and capacity are lower by approximately 3%. Table 10 The proposed (dimensionless) coefficients of weather- and time-of-day-related free-flow speed adjustment factors. 4. Application of the results The results presented in the study may contribute to the MOP-DZ method. Figure 1 presents the proposed extension of the MOP-DZ procedure for assessing traffic conditions, that allows to consider weather and time-of-day characteristics. Just as with the HCM method (Board 2016), an additional step is proposed to correct free-flow speed for adverse conditions. In such case, in step 2. 2, the estimated or measured (in normal conditions) value of the free-flow speed is adjusted by multiplying it by a correction coefficient:υsw′=υswwA,(3)where υsw′ is the free-flow speed under adverse weather and/or lighting (km h−1), and wA is the correction coefficient (Table 10). Size Fig. 1. Procedure of traffic conditions assessment using the MOP-DZ method including the effects of weather. Citation: Weather, Climate, and Society 14, 3; 10. 1175/WCAS-D-22-0012. 1Download FigureDownload figure as PowerPoint slide Table 11 Percentage reduction of speed and capacity in adverse weather and natural lighting conditions—comparison between study results and the literature. In the speed–flow relationships developed for the MOP-DZ method, the average speed and capacity depend on the free-flow speed. As a result, adjusted free-flow speed will have an indirect effect on the new values of both parameters.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: What do we know about these constellations; with what degree of reliability do we know it; what uncertainties are involved; and which of those may not be possible to eliminate? In this way, ‘the’ abstract risk can be broken down into a number of clearly definable risks in precise constellations whose legitimation and justifiability can then be discussed individually in concrete terms. The societal risks of autonomous driving are made transparent—one could say that a ‘map’ of the risks emerges, representing an initial step towards understanding the overall risk situation in this field. Different constellations involve different legitimation expectations and different ethical issues, e. g. in terms of rights to information and co-determination [5, 4], but also different measures in the societal handling of these risks. 3 Constellations for Autonomous DrivingSocietal risk constellations for autonomous driving comprise various aspects of possible harms and disadvantages, different social dimensions and varying degrees of plausibility of the occurrence of possible harms. 3. 1 ConstellationOne of the expected advantages of autonomous driving is a major reduction in the number of traffic accidents and thus less harm to life, health and valuables [2] (Chap. 17). This reduction is a major ethical matter [9]. Nevertheless, it cannot be ruled out that due to technological defects or in situations for which the technology is not prepared, accidents may occur which are specific to autonomous driving and which would be unlikely to occur with a human driver. One example of this could be unforeseen situations which are unmanageable for the automation in a parking assistant (Chap. 2). Even if only minor dents were the result here, it would have clear legal and financial repercussions that would have to be addressed. These would be all the more complex the greater the accident damage, e. g. in the case of a severe accident with a highway auto-pilot (Chap. 2). We are very familiar with auto accidents after more than 100 years of established automotive traffic. They involve one or a few vehicles, result in damage for a limited number of people and have limited financial effects. For this risk type of small-scale accidents, an extensive and refined system of emergency services, trauma medicine, liability law and insurance is in place. Individual accidents caused by autonomous vehicles can in large part presumably be handled within the existing system. However, the necessary further development of the legal framework is no trivial matter (see [10]).

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Наиболее древние неопротерозойские крупные месторождения известны в пределах Енисейского кряжа (Советское, Олимпиада и др. ), они датированы 780–650 млн лет (Ножкин и др. , 2011). Незначительная золотоносность связана с поздним неопротерозойским – начала раннего палеозоя Аделаидским орогенным поясом байкалид Южной Австралии (Шер, 1972).

Output: pass


Input: Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: If traffic volume remains unchanged, reduced speed will increase traffic density, which is the basis for determining the level of service. This way the effect of weather and time of day will be included in the entire traffic conditions assessment procedure thanks to the adjusted free-flow speed. From the results presented in section 3, coefficients of weather- and time-of-day-related adjustment factors may be proposed for the studied site (Table 10). 5. paper presents the results of the study on the effects of adverse weather conditions and time of day on traffic flow characteristics and highway performance. Using statistical methods, it was proved, that both rain and snow, road surface condition, visibility, and time of day (in reference to the amount of natural light) significantly affect the average speed in the wide range of traffic densities (0–50 vehicles per kilometer). The strength of the effect was estimated by calculating the means of particular parameters and comparing them in nine scenarios depending on weather conditions and time of day. A speed–density model was also used in order to support the analyses and estimate road capacity and the corresponding speed. It was proved that, when compared with normal weather conditions, under conditions of daytime, rain, and wet road surface, the average speed is reduced by 4%–6% (depending on traffic density) and the capacity is reduced by 5%; when it is snowing and the road surface is wet or slippery during the daytime, the average speed is reduced by 9%–12% and the capacity is reduced by 9%; under conditions of limited visibility with no precipitation in the daytime, the average speed is reduced by 0%–4% and the capacity is reduced by 3%. In the nighttime and good weather conditions, the speed and capacity are lower than in the daytime by 2%–4% and 4%, respectively. When it additionally rains at night and the road surface is wet, speed is reduced by up to 9% and capacity is reduced by 8%. During snowfall, speed decreases by 14%–19% and capacity is reduced by 19% when compared with the baseline normal weather conditions during daytime. In the nighttime, the effect of weather conditions is stronger when compared with the daytime. It needs to be noticed that the road at study site is illuminated, which may affect the magnitude of the effect in the nighttime.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Accident risks of this type affect the users of autonomous vehicles as passengers. Users decide for themselves whether they wish to subject themselves to the risk by either using or not using an autonomous vehicle. But the accident risks of autonomous driving can also affect other road users, including, naturally, those who do not participate in autonomous driving. One can theoretically avoid these risks by not taking part in road traffic—but that would be associated with significant limitations. Thus dealing with the risks of autonomous driving is a complex question of negotiation and regulation (Chaps. 4 and 25), in which not only the market, i. e. buying behavior, is decisive, but in which questions of the common welfare such as the potential endangerment of others and their protection must also be considered. This will require democratic and legally established procedures (registration procedures, authorities, checks, traffic regulations, product liability, etc. ). These risks and also their complex distribution are not new; indeed they are omnipresent in the practice of everyday traffic and also societally accepted. This is manifest in the fact that the currently more than 3000 annual traffic deaths in Germany, for example, do not lead to protests, rejection of car transportation or massive pressure for change. The latter component was different in the 1970s, when in alone over 20,000 annual traffic deaths were recorded despite traffic volumes roughly a tenth of what they are today. Measures primarily aimed at improving passive safety were enacted, leading to a significant reduction in the death rates. Decisive for any societal risk comparison of the previous system with a future system including autonomous driving will be a substantial reduction in the total number of traffic accidents and the damage caused by them (Chaps. 17 and 21). The fact that autonomous driving will not suddenly replace the current system but will presumably be gradually integrated into the traffic system is, against this backdrop, a mixed blessing. On the one hand, mixed systems with human drivers and autonomously guided vehicles will presumably be of significantly greater complexity and unpredictability than a system completely switched-over to autonomous driving. On the other hand, gradual introduction into the transportation system will provide the chance to learn from damage incidents and make improvements. The monitoring of damage incidents and cause analysis will be of critical importance here (Chap. 21).

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Разделение палеозойского золотого оруденения на две эпохи – каледонскую и герцинскую – во многом условно, благодаря появившемуся огромному массиву данных по разным провинциям (например, Phillips et al. , 2003; Bierlein, Crowe, 2000). Однако как эпохи орогенного тектогенеза, сопровождающиеся своей металлогенией, они вполне закономерны и дискретны.

Output: pass


Input: Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: The effect of dawn and dusk was also evaluated showing that limited natural lighting also affect both speed and capacity that are reduced by 1%–5% and 4%–5%, respectively. In the case of rain and snow, the results of the study are consistent with the research results in the literature (Agarwal et al. 2005; Brilon and Ponzlet 1996; Camacho et al. 2010; Chen et al. 2019; Heikoop and Henkens 2016; Lam et al. 2013; Oh et al. 2002; Rakha et al. 2008; Board 2016)—the speed and capacity reductions fit within the range defined in the works reviewed (Table 11). There is a difference in the case of limited visibility, with speed and capacity falling less in this work when compared with the literature studies. However, in the case of reduced visibility and nighttime there are only single studies that cover these conditions, and some present the reductions of speed and capacity in original units, making any comparisons of the values difficult. The 6. specific goals of the study presented in the paper included identification of factors related to weather and time of day that have an effect on traffic conditions, analysis, and quantification of the effects of these factors on the particular traffic parameters and application of the results to the MOP-DZ method. The way to achieve these goals and the obtained results are presented in the paper. This lets us assume that the goals set in the introduction were achieved. To summarize the findings, we state the following: There is a statistically significant effect of weather and time of day on both traffic flow characteristics and parameters related to highway performance. The effect is observed at a wide range of traffic densities. Depending on the time of day and weather conditions, average speed may decrease by even 19% and capacity by even 18% when compared with normal weather conditions in the daytime. The higher the intensity of weather phenomena, the higher is the effect it has on traffic flow. There is a group of conditions that were not covered by the study, that is, extremely low or high temperatures. This kind of conditions did not occur at the study area within the study period and, because of low frequencies, may be difficult to study with data from Polish sites. The research results may contribute to the new Polish highway capacity manual MOP-DZ. The extended traffic conditions assessment procedure was proposed that allows for including adverse weather and time of day in the analysis.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: If the expectation is borne out that human-caused accidents drop substantially with the introduction of autonomous driving, liability law will gain additional significance as the share (albeit not necessarily the absolute number) of technology-caused accidents rises. Footnote 3 While today in most cases the cause of accidents is a human driver and therefore the liability insurance providers pay for damages, in accidents caused by an autonomous vehicle, the operator liability of the vehicle owner or the manufacturer’s product liability would apply (Chap. 26; see also [11, 10]). 3. 2 Risk ConstellationOn the system level, autonomous driving promises greater efficiency, reduced congestion and (albeit presumably only marginally; see [2, 12]) better environmental performance (Chap. 16). In the traditional transportation system, systemic effects and thus also potential risks arise primarily due to the available traffic infrastructure and its bottlenecks in conjunction with individual driver behavior and traffic volume. Individual situations such as severe accidents or construction zones can lead to systemic effects like traffic jams. Autonomous driving adds another possible cause of systemic effects to the existing ones: the underlying technology. The following will consider only autonomous vehicles relying on an internet connection (not on-board autonomous). Through the control software and the reliance on the internet (e. g. as part of the “internet of things”), new effects could emerge (Chap. 24). While in the automotive world to date vehicles are operated more or less independently of one another and mass phenomena only occur through the unplanned interactions of the individually guided vehicles, autonomously guided traffic will to some extent be connected through control centers and networking, e. g. to direct traffic optimally using interconnected auto-pilots (Chap. 2). The control of a large number of vehicles will in all likelihood be conducted through software that is identical in its fundamental structure, as the complexity and concentration of companies will presumably strongly limit the number of providers. This could, in theory, lead to the simultaneous breakdown or malfunctioning of a large number of vehicles based on the same software problem. These problems would then no longer necessarily be on a manageable scale in terms of geography, duration and scale of the damage as in the aforementioned accident cases, but could take on economically significant proportions. Insofar as autonomous vehicles are connected to each other in a network via internet or some other technology, the system of autonomous driving can be regarded as a coordinated mega-system.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: С каледонским тектогенезом связаны золото-кварцевые и, в меньшей степени, золото-сульфидные месторождения Аппалачского региона, Алтае-Саянской и Северо-Казахстанской провинции (Шер, 1972; 1974; Спиридонов, 1991; Goldfarb et al. , 2014), а также месторождения Байкало-Патомского нагорья (Лаверов и др. , 2007; Goldfarb et al. , 2014). Для Сухого Лога, например, установлено два этапа формирования руд – 447 и 321 млн лет (Лаверов и др. , 2007).

Output: pass


Input: Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: The research provides coefficients of the weather- and time-of-day-related free-flow speed adjustment factors for the studied site that are based on the long-term measurements covering entire range of traffic conditions (from free-flow to congested). Determination of such coefficients for different types of roads may notably increase the scope of possible applications of the MOP-DZ method. Efforts to develop tools to account for adverse weather and time of day in assessing traffic conditions require further scientific support. 10. 34808/8xkq-7714; Romanowska and Kustra 2021). 0690. Agarwal, M. , T. H. Maze, and R. R. Souleyrette, 2005: Impacts of weather on urban freeway traffic flow characteristics and facility capacity. Proc. 2005 Mid-Research Symp. , falseSearch 25. Awadallah, F. , 2007: Differential speed limit analysis and regulations on rural expressways. Road Transp. Res. , 16, 16–25. )| falseSearch 45. e1–45. e52, F. , A. Calvi, and F. D’Amico, 2014: Analysis of driver speeds under night driving conditions using a driving simulator. J. Safety Res. , 49, 45. e1–45. e52, falseSearch 10. 1016/j. aap. 2013. 03. 006. Bergel-Hayat, R. , M. Debbarh, C. Antoniou, and G. Yannis, 2013: Explaining the road accident risk: Weather effects. Accid. Anal. Prev. , 60, 456–465, falseSearch 10. 3390/rs13183597. Brilon, W. , and M. Ponzlet, 1996: Variability of speed-flow relationships on German autobahns. Transp. Res. Rec. , 1555, 91–98, W. , and M. Ponzlet, 1996: Variability of speed-flow relationships on German autobahns. Transp. Res. Rec. , 1555, 91–98, falseSearch 10. 1016/0001-4575(88)90001-2. Brodsky, H. , and A. S.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Its complexity would be extremely high, not least because it would also have to integrate human-guided traffic—the pattern constellation for systemic risks which are difficult or even impossible to foresee in which the risks of complex technology and software could combine with unanticipated human actions to create unexpected system problems [4]. A completely different type of system problem, in this case only for non-on-board autonomous systems but rather for networked vehicles, could be a sort of concealed centralization and an associated concentration of power. Since optimization on the system level can only be done through extra-regional control centers (Chap. 24), a certain degree of centralization—all decentralization on the user side notwithstanding—on the control and management level is indispensable. This could give rise to concerns that the necessities engendered by the technology could lead to problematic societal consequences: a centrally controlled traffic system as the precursor to a centralist society whose lifeblood was a ‘mega-infrastructure’ beyond the control of the democratic order. But this is not a foreseeable societal risk of autonomous driving and is not by any means a necessary development in this regard. Rather, this is more a concern of the type that should be borne in mind as a potentially problematic issue during the establishment of autonomous driving so that, in the event of its emergence, countermeasures can be taken. In all of these fields, the decision-makers are a complex web of automotive companies, software producers, political regulators and agencies with different responsibilities. It is possible the new actors may also become involved whose roles cannot be foreseen today. Decision-makers and those affected are largely distinct groups. And since road users and other citizens would have practically no means of avoiding such risks, it is essential that an open, society-wide debate on these matters take place in order to observe and assess the development with due care and bring in any political or regulatory measures that may be appropriate. 3. 3 ConstellationResearch and development of the technologies of autonomous driving are extremely elaborate and accordingly cost-intensive. Suppliers and automotive companies are already investing now, and considerable additional investments would be required before any introduction of autonomous driving. As with other investments, the business risk exists that the return on investment may not be on the expected scale or in the expected timeframe due to autonomous driving failing to catch on a large scale for whatever reason.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Золоторудные месторождения этой эпохи имеют отчетливо выраженную связь с гранитоидным магматизмом, как, например, провинция Северного Казахстана (Спиридонов, 1991), и представлены преимущественно золото-сульфидным, золото-мышьяк-сульфидным, золото-кварцевым (кордильерский подтип) и золото-висмутовым минералого-геохимическими типами.

Output: pass


Input: Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: The winters of 2009/10 and 2011/12 were marked by blizzards on the that were referenced in the media as “Snowmageddon” and the “Snowpocalypse,” and on 12 February 2010, 49 of the 50 states had measurable snow on the ground (NOAA 2010). Conversely, the winter of 2011/12 was notable for its unusual warmth and lack of snow. During that season many of the same states that experienced the record cold and snowy winters between 2009 and 2011 saw record levels of warmth and snowfall deficits (Lindsey 2012). In the densely populated cities of the northeastern United States, this variation was particularly notable. For example, in the winter of 2010/11, City had its second snowiest winter (62 in. ) since records began in 1869, only to be followed by the sixth least snowy year (7 in. ) during the 2011/12 season. In addition to the exceptional variation in snowfall over the winter seasons between 2010 and 2012, there have been other extreme weather occurrences, with 2011 and 2012 particularly notable for historic weather events. Oceanic and (NOAA) described 2011 as a record-breaking year for climate extremes with regard to heat, precipitation, flooding, and severe weather. In particular, the experienced record droughts, while the Northeast witnessed its wettest year on record (2012a). (NWS) declared that Texas had its driest year on record in 2011, with the state receiving about 14 in. of rain compared to the 35 in. it receives on average. Meanwhile, dozens of cities in the Northeast experienced their wettest year in recorded history, with Philadelphia’s 62 in. of rain, the most the city has received since record keeping began in 1820. The high volatility in precipitation in those years was accompanied by extreme temperatures throughout the nation. The warmest 12-month period for the contiguous during the period from 1895 to 2012 occurred between July 2011 and June 2012, with temperatures 3. 23° above the twentieth-century average (2012b). During the winter seasons between 2009 and 2012, there was tremendous variation in temperatures, with the winter of 2011/12 ranking 4 of 117 in terms of warmest winter seasons (Table 3). Comparatively, the winter of 2010/11 ranked 80 of 117 in warmest winter seasons, while the 2009/10 season ranked only 102 out of the 117 warmest winters (2012). Table 3.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: If a company opts not to invest in the technology, by contrast, there is the risk that competitors will pursue autonomous driving and, if it succeeds, vastly increase their market share. Thus strategic business decisions have to be made in consideration of the different risks. Upon first consideration this is a standard case of business management and a classic task for the management of a company. In view of the scale of the needed investments and the patience required for the development of autonomous driving, decisions made in this regard will have very long-term implications. Missteps would initially affect shareholders and employees of the respective companies, and if major crises were triggered by such failures the consequences could extend to the economy as a whole, for example in Germany with its heavy reliance on automotive companies. Although in principle a competitive situation, the scale of the economic challenge may speak in favor of forming strategic coalitions to design a joint standard base technology. Even after a successful market launch, mishaps or even technology-related system effects (see above) can occur which could pose a major risk for the affected brands (Chaps. 21 and 28). One issue that merits special mention in this context is the risk factor posed by the complexity of the software required for autonomous driving. Complex software is impossible to test in its entirety, which means that in actual use unexpected problems can occur (see Chap. 21 on the testability and back-up of the system). In this sense, use is essentially another test phase, and the users are testers. This is already the case to some degree in the automotive world, with software problems a relatively frequent cause of breakdowns. Whether drivers will accept being used as ‘test subjects’ in a more expansive sense remains to be seen. Any such willingness would presumably be all but nonexistent in safety-related cases. When a computer crashes due to a software error, it is annoying. When an autonomous vehicle causes an accident due to a software error, it is unacceptable. In such cases—unlike with “normal” accidents—massive media attention could be expected. In particular due to the power of images and their dissemination through the media, such incidents can still have a major impact even when the issues are easily correctable and the consequences minor. A good example of this is the notoriety of the “moose test”, which came to public attention through publication of an incident on a test course.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В эпоху герцинского тектогенеза, наряду с золото-кварцевыми жилами преимущественно колымского подтипа, большое значение имеют зоны вкрапленных руд золото-мышьяк-сульфидного типа (Бакырчик-Калбинский пояс Восточного Казахстана). В этот период сформировались руды месторождения Мурунтау, крупнейшего месторождения фанерозоя (Goldfarb et al.

Output: pass


Input: Claim: Weather conditions can impact the effectiveness and safety of delivery drones. [SEP] Text: These findings are consistent with the recent studies by Egan and Mullin (2012), T. Deryugina (2012, unpublished manuscript), and Hamilton and Stampone (2013), among others, that have linked public acceptance of global warming to local weather conditions. Notably, the results in model 2 align with recent research by Hamilton and Stampone (2013) that finds an interaction between partisanship and weather to be an important predictor of individual beliefs regarding global warming. In particular, independents appear to be more likely than either Democrats or Republicans to have their stance on the existence of global warming affected by both seasonal variations in snowfall and temperatures. This finding suggests that in the absence of the strong ideological leanings or party attachment that have been shown to influence views on the existence of global warming, individuals may be more likely to adjust their position on this matter in relation to their experiences with weather. Thus, the findings of the logistical regressions pertaining to snowfall and temperature are consistent with the information that Americans have provided through the NSEE that weather conditions play a key role in their formulation of positions on the existence of global warming. 7. ConclusionsThe fairly substantial shifts in American public views on global warming between 2008 and 2012 have been widely discussed both in the popular press and scholarly circles. This study serves to further establish the significant role that weather has played in these short-term fluctuations in public opinion regarding global warming that have been observed during that period. First, the study shows that individuals regularly refer to weather-related factors when explaining how they arrived at their conclusions that the planet is either warming or not warming. As weather shifted over the course of recent winters, many Americans referenced those weather conditions as key factors in their determination of the reality of global warming. As public acceptance of global warming waned after the winters of 2009/10 and 2010/11, an increasing number of Americans reported that their very recent experiences with harsh winters led them to conclude that global warming was not occurring. Then, after the unusually warm and relatively snowless winter of 2011/12, the percentage of Americans who believed in global warming increased, with many citing recent weather experience as a primary factor for their views. The study also finds that the self-reported importance of weather in shaping views of global warming is accompanied by increasing evidence that actual weather conditions shape the process by which individuals arrive at their conclusions regarding the existence of global warming.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Another example is the story of the sustained damage to the reputation of Audi on the American market that resulted from a report in the US media in 1986 (Chap. 28). Irrespective of the severity of the mishap, such incidents threaten to damage the company’s reputation and thus pose economic risks. Such risks are also present in the case of major recall actions, in which the substantial economic burden posed by the action itself is generally outweighed by the damage to the company’s reputation. The probability of such developments rises with the complexity of the required software, which thus emerges as a central aspect of the risks associated with autonomous driving. 3. 4 Risk ConstellationTechnological and socio-technological transformation processes typically have labor market implications. Automation, in particular, is associated with concerns about the loss of jobs. The automation in production and manufacturing in the 1980s led to the loss of millions of jobs in Germany alone, primarily in the sectors dominated by simple manual tasks. A massive societal effort was required to prepare at least a portion of those affected by the job losses for new jobs through qualification and training. Today there are concerns that the next wave of automation could make even more sophisticated activities superfluous. On the upside, moves towards greater automation can lead to the emergence of new fields of activity and job opportunities, so the overall balance need not be negative. But these new fields of activity are generally only open to people with higher qualifications. Comprehensive introduction of autonomous driving would undoubtedly affect the labor market. The primary losers would be drivers of vehicles which are currently manually operated: truck drivers, taxi drivers, employees of logistics and delivery companies, especially in the Vehicle-on-Demand’ use case (Chap. 2). A mobility system completely converted to autonomous driving could in fact largely do without these jobs altogether. On the other side of the equation, new jobs in the control and monitoring of autonomous traffic could emerge, and highly qualified personnel would be needed in the development, testing and manufacture of the systems, particularly in the supplier industry. Thus a similar scenario to the one described above for the previous waves of automation would emerge here as well: elimination of unskilled jobs and the creation of new, highly skilled positions. The net outcome in jobs is impossible to predict from this vantage point. What is clear is that the high number of potentially affected jobs makes it imperative to think about pro-active measures to deal with the development at an early stage, e. g.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: , 2014), и появляются промышленные золото-серебряные эпитермальные месторождения, характерные для Центрального Казахстана (Джунгаро-Балхашская зона) и Северо-Востока России (Омолонский массив, месторождения Кубака, Ольча), (Goldfarb et al. , 2014; Goryachev, Pirajno, 2014; Горячев и др. , 2017).

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: In the following years, the use of unmanned aircraft for so-called selective elimination drew many controversies, including legal ones2. Nevertheless, this new technology not only changed the modern-day battlefield, but also military doctrines. Along with these changes, it became difficult to separate technological progress from politics, as new technology allowed for combat operations to be conducted in a way that minimized risk to human life, leading to a lower, politically accepted threshold for the use of force3. Today, we are seeing numerous civil applications for drones. There are solar-powered drones, which have giant wingspans and can be used as mobile Internet ←9 | 10→access points since they don’t need to land for months4. Medium-sized drones can be used in logistics and transport services, fleet management, electronic media, in the movie and entertainment industries and even in agriculture (in the inventory of crops, forests, animals, etc. ). Moreover, drones can support local government units and municipal economies in areas including geodesy and spatial management, crisis management, public safety (urban surveillance, mass events, command systems support, atypical event detection, law enforcement support, search and rescue operations), infrastructure inspection (flood embankments, rivers, monitoring of critical infrastructure), construction inspections and support for logistics work in the construction sector, environmental protection (location and air quality check-ups, illegal landfill detection), ground and surface waters inspections, transport management support, etc. And finally, drones can also be the size of an insect. For example, scientists at Harvard have created miniature RoboBees, which use so-called swarm intelligence to search for victims of natural disasters, pollinate plants, monitor road traffic or enable research to be carried out in environments too hostile for humans. 5 The general development of unmanned aircraft has been closely related to technological development in many other fields, but the popularization of lithium-ion batteries was a key factor for its widespread expansion. This solution enabled the construction of electrically powered flying devices, which, combined with device miniaturization and satellite navigation positioning, led to the popularization of the new technology. The first unmanned devices used by civilians brought on the development of the very first legal regulations concerning their use. These regulations focused on UA operations conducted within an operator’s visual line of sight, and applied to aircraft weighing less than 25 kg.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: developing and providing qualification measures. As it may be presumed that the integration of autonomous driving into the current transportation system will occur gradually, and because there is a wealth of experience from previous automation processes, the prerequisites for an effective response should be in place. To identify developments that could be problematic for the labor market at an early stage, research and cooperation on the part of unions, employers and the employment agency to observe current develops is required. 3. 5 ConstellationAutonomous driving promises greater accessibility for people with reduced mobility, such as the elderly. While this is clearly on the plus side from an ethical standpoint, it could also have social justice implications which, as ‘possible harms,’ could be regarded as risks. This includes primarily the occasionally voiced concern regarding increased costs of individual mobility due to the costs of autonomous driving. In a mixed system this concern could be countered with the argument that the traditional alternative of driving oneself still exists and thus that no change for the worse would occur. This scenario would beg the question, however, of who would actually profit from the benefits—primarily safety and convenience—of autonomous driving. If the sole effect of autonomous driving were simply to enable those who currently have the means to employ a chauffeur to dispense with their chauffeurs and even save money in the process in spite of the higher up-front and operating costs, this would certainly not promote greater accessibility to mobility in general. Indeed, it would be detrimental if a large share of those who currently drive themselves were unable to afford to participate in autonomous driving. When considering such problematic developments, it must be noted, first, that questions of distributive justice are not specific to autonomous driving; the just distribution of the benefits of new technologies is a fundamental question with regard to technological advancement. Second, these concerns remain speculative at present as no reliable cost information is available. Social justice issues could arise in relation to the costs of any infrastructure to be established for autonomous driving [2, p. 12] [12]. If it were regarded, for example, as a public responsibility and were funded through tax moneys, non-users would also take part in financing autonomous driving. If the costs were borne by all drivers, non-users would also regard themselves as subsidizing autonomous driving. Depending on how high the infrastructure costs and thus the costs for individuals were, this could also give rise to social justice questions relating to the distribution of the costs. 3.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Мощной вспышкой золото-кварцевого оруденения характеризуется этап мезозойского (ларамийского и невадийского) тектогенеза, образовавшего крупные пояса орогенных золото-кварцевых жил как кордильерского, так и колымского подтипов в мафических и салических провинциях Тихоокеанского обрамления (Goldfarb, 1997; Goldfarb et al. , 1997, 1998; Горячев, 1998, 2003; Тектоника…, 2001; Геодинамика…, 2006; Nelson, Colpron, 2007).

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: Denmark was one of the first countries to adopt such regulations in 1986,6 when UA were commonly referred to as consumer drones. However, contrary to their name, they were often used for commercial purposes, for example for filming videos or taking photos. Tech companies design and manufacture such devices on a mass scale. company DJI turned out to be particularly successful in this segment, taking a 70% share in the global consumer drone market within the span of just a couple of years7. ←10 | 11→ People have been working on more complex UA systems for over a decade. These systems are intended to perform operations beyond an operator’s line of sight and are designed with commercial services in mind, including the transport of goods and the provision of services for the public sector. For example, at the beginning of 2020, trade media informed about UA test flights being carried out in the area of cargo shipping (Japan Airlines8), search and rescue operations for British state services9, or stratospheric UA flights (pseudo-satellites)10. Numerous reports indicate that drones will gradually replace “traditional” (manned) aviation in such fields as aerial photography, search and rescue operations, transmission network monitoring or precise aerial application activity11. The costs of using unmanned systems are incomparable to those incurred through manned aviation. Various services can be provided both remotely, i. e. with an operator (pilot) remotely controlling a UA, or autonomously in a pre-programmed manner without an operator’s (pilot’s) intervention or with their role simply limited to system supervision. Some believe that unmanned aircraft systems could result in the creation of completely new types of services which would stem from their ability to operate at very low altitudes and in urban areas. They could be used to provide emergency medical services12 or deliver parcels. Some groups are also working on replacing satellites with solar energy-powered UA operating at very high altitudes (HAPS; High-Satellite), which are capable of carrying out long-term missions without having to land to refuel. Such platforms can be used, for example, to transmit ICT data. ←11 | 12→ It is estimated that the changes brought about by this new technology will be comparable to those that took place in the service sector after the widespread development of computer technology, the Internet and mobile phones13. The dynamics of UA technology development are best illustrated by economic data and forecasts.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: 6 ConstellationsEven today modern automobiles provide a wealth of data and leave electronic trails, e. g. by using a navigation aid or through data transmitted to the manufacturer. If autonomous vehicles were not on-board autonomous but had to be connected at all times, the electronic trail would amount to a complete movement profile [12]. Of course the movement profiles of vehicles do not necessarily have to be identical to the movement profiles of their users. In the case of vehicles on demand (Chap. 2) it is of course possible to imagine that they could be used anonymously if ordering and payment were conducted anonymously—which, however, seems rather inconsistent with the current development toward electronic booking and payment systems. Movement profiles provide valuable information for intelligence services, which could for instance track the movements of regime opponents, but also for companies, which could use such information to create profiles for targeted advertising. In view of the increasing digitalization and connectedness of more and more areas of our social and personal lives, the specific additional digitalization in the field of autonomous driving would presumably represent just one element among many others. The problem—even today the end of privacy is declared with regularity—is immensely larger, as current debates about the NSA, industry 4. 0 and show. The emergence of a converging mega-structure comprising the transportation system, supply of information, communication systems, energy systems and possibly other, currently independently functioning infrastructures, represents one of the biggest challenges of the coming years or even decades. The issue will be to re-define the boundaries between privacy and the public sphere and then actually implement those decisions. This must be done on the political level and is of fundamental significance for democracy as a concept, for absolute transparency is but the flip-side of a totalitarian system. Autonomous driving is presumably of only minor specific significance in this debate. 3. 7 ConstellationModern societies are increasingly dependent on the smooth functioning of technology. This begins with the dependency on personal computers and cars and extends to the complete dependency on a functioning energy supply and worldwide data communication networks and data processing capabilities as prerequisites for the global economy. Infrastructures that are becoming more complex, such as the electricity supply, which increasingly has to deal with a fluctuating supply due to renewable energy sources, now more frequently engender ‘systemic risks’ [4] in which small causes can lead to system instability through complex chain reactions and positive feedback.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В ассоциации с ними отмечаются зоны и залежи сульфидно-вкрапленного с золотом оруденения: (Калифорния), Дегдекан (Северо-Восток Азии) и др. И практически во всех случаях золотое оруденение тесно ассоциирует с раннеорогенным гранитоидным магматизмом (Горячев, 1998, 2003; Гамянин и др. , 2003). В следующую эпоху мезо-кайнозойского вулканизма золотое оруденение тесно связано с процессами становления тихоокеанского вулканического кольца.

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: Public law defines UA as aircraft that fall within the scope of aviation law, and only sometimes need new, special regulations that go beyond the framework of traditional aviation law. However, from the point of view of private law, especially civil liability, classifying drones into one or another category is of great importance. This issue is part of a larger discussion on new technologies, including robotics, that has been ongoing for years. The main research thesis is that we are now facing the creation of a new “branch of law” which is the Drone law. The pace of development of UA technology in recent years rightly gives grounds to say that we are dealing with disruptive technology21. The disruptiveness of this technology should be considered in two aspects. First, it creates new possibilities as UA are designed to carry out operations (in most cases) at very low altitudes and in a completely different manner than manned aviation. Second, the development of this technology necessitates its integration with manned aviation – particularly commercial transport, taking into consideration its statistically high levels of safety. This new technology can only be allowed to develop if it can be demonstrated that UA are capable of flying in the same airspace as manned aviation without jeopardizing the safety and efficiency of ←14 | 15→aviation as a whole22. Therefore, from a legal viewpoint, the safety of UA operations is the most fundamental issue in question, and should be looked into by authorities, but from a dual perspective. First of all, UA could engage in accidents and thus jeopardize the safety of people and property on the ground. Second, if a drone collides with a manned airplane, the safety of the passengers and crew members on board might be endangered. This publication addresses the issue of unmanned aircraft operation safety regulations and the issue of manned aviation safety regulations in the context of integrating the two. It is based on an analysis of the ever-growing number of publications and studies regarding the development of unmanned aviation and its integration with manned aviation, relying mainly on documents published at an institutional level, including those published by public authorities performing a regulatory role. Such studies constitute as the basis for drafting new laws and regulations regarding UA operations. The authors draw upon the growing number of scientific studies on new UA technologies, as well as on different aspects of its development, including regulatory (legal) considerations.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: This increasingly frequently discussed susceptibility to technical failure and random events, but also terrorist attacks on the technological infrastructure of society (e. g. in the form of a cyber-terror attack on the information technology backbone of the globalized economy) represents an unintended and undesirable, yet ultimately unavoidable consequence of accelerated technological advancement [1]. At issue are risks that emerge more or less gradually, which in many cases are not consciously accepted in the context of an explicit consideration of risk versus opportunity but instead only come to public attention when the dependency becomes tangible, such as during a lengthy blackout, which would incapacitate practically every venue of public life [13]. In the case of a large-scale shift of mobility capacity to autonomous driving, a high proportion of society’s mobility needs would naturally depend on the functioning of this system. A breakdown would be manageable as long as there were enough people who could still operate the vehicles manually. In a system that allowed passenger vehicle traffic to switch from autonomous to manual, for example, this would be no problem. But if a large share of the logistics and freight traffic were switched over to autonomous systems, it would be implausible, in the case of a longer-term total breakdown of the system, to maintain a sufficient pool of drivers, not to mention the fact that the vehicles would have to be equipped to enable manual operation in the first place. Even if significant logistics chains were to be interrupted for a lengthy period due to a system failure, bottlenecks could still quickly form, both in terms of supplying the population and maintaining production in the manufacturing industries [13]. This type of risk is nothing new: the massive dependence on a reliable energy supply that has been the object of much discussion since Germany’s energy transformation policy came into effect, as well as the dependence of the global economy on the internet, are structurally very similar. Another form of dependence can arise from autonomous driving on the individual level through the atrophying of skills. Large-scale use of autonomous vehicles would result in the loss of driving practice. If the vehicles are then operated manually, e. g. on weekends or on vacation, the reduced driving practice—a certain dependence on autonomously guided vehicles—could result in lower skill levels, such as the ability to master unexpected situations. In the case of a total breakdown of the system, there would suddenly be large numbers of manually operated vehicles on the roads, in which case the reduced skill of the drivers could once again prove problematic.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: В это время сформировались эпитермальные месторождения позднемелового окраинно-континентального Охотско-Чукотского вулканогенного пояса (ОЧВП), детально охарактеризованные А. А. Сидоровым (1978), Р. Б. Умитбаевым (1986) и другими исследователями. Тогда же были сформированы основные орогенные мезотермальные месторождения золота Аляски (Newberry et al. , 1995; Goldfarb, 1997; Goldfarb et al. , 1997; Nokleberg et al. , 2005) и Британской Колумбии (Nesbitt, 1988; Dawson et al.

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: The first possible take on this is that unmanned aircraft are a new type of aviation activity, so maintaining a uniform regulatory regime for aviation as a whole, including both manned and unmanned aircraft, is justifiable. A second perspective states that the differences resulting from the lack of a crew on board are so far-reaching that unmanned aviation is a completely new type of activity in itself. Moreover, it is so different from manned aviation that it is necessary to create new safety regulations dedicated to this type of activity. In both cases, it will be necessary to introduce amendments to existing aviation laws in order to allow for UA technology to grow. These amendments include air traffic regulations or the organization of airspace, which as of now limits UA operations to designated zones only and does not address the capability of carrying out operations at very low altitudes, in airspace in which manned aircraft simply do not operate. What’s more, this publication seeks to identify the main issues related to the development potential of UA and their integration with manned aviation, focusing on the safety aspects of unmanned and manned aviation. These issues are identified and clarified by analyzing safety regulations and documents that preceded adopting official laws. New technologies require new regulations, but their adoption is not an easy process and must be preceded, in most cases, by analyses, reports, studies, and conceptual and analytical documents. Oftentimes, the process itself is quite innovative – making some new ←16 | 17→technologies even more disruptive. However, we should bear in mind that aviation safety regulations are quite conservative. The introduction of any regulations other than existing ones (and their mitigation in particular) has to ensure the continuation of at least the current level of safety, if not better. Moreover, meeting most aviation safety requirements can be clearly assessed, since they are regulated in great detail in specialized documents that are based on good practice and research. On the one hand, this publication focuses on the safety of UA operations on the assumption that safety is a priority and the purpose of safety requirements is to ensure the protection of the overarching values of human life and health. On the other hand, it deals with issues related to all kinds of human concerns posed by this new technology, as seen from the public’s viewpoint, i. e.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Moreover, there would presumably be major bottlenecks and traffic jams if the expected efficiency gains on the system level (see above) were suddenly to disappear. Finally, the further digitalization and transfer of autonomy to technical systems would increase society’s vulnerability to intentional disruptions and external attacks. Autonomous driving could be affected by terrorists, psychopaths or indeed military scenarios (cyber warfare). Control centers could be hacked, malware installed, or even a system collapse triggered through malicious action. Defensive measures are of course necessary and technically feasible; but here we run into the notorious ‘tortoise and hare’ problem. But here again, this is not a problem specific to autonomous driving; it is known in the internet world and has arrived in the energy sector, for example, as well. 3. 8 On the The risk constellations described here are based on qualitative and exploratory considerations from the current world of mobility. They therefore have a certain plausibility, but also contain speculative aspects. They should not be understood as predictions, but as guideposts that should be observed along the way to the research, development and introduction of autonomous driving. Indeed, they cannot be predictive because any future occurrence of particular risk constellations depends on the introduction scenario for autonomous driving and its specific characteristics, and both of these elements are unknown today. For example, the contours of the ‘privacy’ risk constellation will depend heavily on whether an on-board autonomous driving scenario is implemented or autonomous vehicles continuously need to be connected to the internet and control centers. The public perception of the risk will depend largely on how autonomous driving is introduced. If it happens as part of a gradual automation of driving, the potential to learn gradually from the experiences gained along the way will greatly lessen the risk of a ‘scandalization’ of autonomous driving as a high-risk technology for passengers and bystanders. Steps on the way to further automation such as or Cruising (Chap. 2), the introduction of which seems likely in the coming years (Chap. 10), would presumably not lead to an increased perception of risk because they would seem a natural development along the incremental path of technological advancement. Unlike switching on a nuclear reactor, for example, the process of increasing driver assistance towards greater automation has so far progressed gradually.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: , 1991; Nelson, Colpron, 2007), включая такие, как Джуно-Тредуэлл, Брелорн-Пайонир и другие, а также ранние месторождения Сихотэ-Алиня (Геодинамика…, 2006), Индонезии (Hutchison, Taylor, 1978) и Новой Зеландии (Hedenquist et al. , 2000). Фиг. 2. Золоторудные пояса и ареалы разного возраста (Горячев и др. , 2005): 1 – кайнозойские, 2 – мезо-кайнозойские, 3 – мезозойские, 4 – палеозойские, 5 – докембрийские, 6 – районы проявления крупных палеороссыпных месторождений.

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: or our and & & -Researchers &Pick & Introductions: & & Geography, Planning & & Sociology, & to a and and or our and & & -Researchers &Pick & Introductions: & & Geography, Planning & & Sociology, & to a and Previous 10. 4337/9781785367571. 00010 Full access the safety and regulatory perspectives drones are radically different from traditional ‘manned’ aircraft whose pilot is on-board. This fact is triggering significant changes in the regulatory framework for civil aviation, as necessary to accommodate these ‘new comers’. Several experts foresee huge development of the commercial applications of non-military drones in the next couple of decades. Understanding not only the regulatory framework, but also wider societal concerns, is essential to possibly define any business case. 1. 1 On 7 March 2018, the Council of the (ICAO),1 based on a proposal2 by the Commission (ANC) on which had been consulted,3 adopted a brand new Licence (RPL). Although this new licence will become applicable only on 3 November 2022, it can already be observed that it is very innovative for at least four reasons: 1. The pilot is no longer inside the fuselage of an aircraft, but remote from the aircraft itself and uses digital signals to control the flight; 2. The pilot licence is not issued, as is usual, by the State where the aircraft is registered, but by the State where the organisation of the operator is established; 3. There is no longer any distinction between private and commercial pilots, since the risk for third parties in the air or on the ground is identical; and 4. Differently from the traditional Licence (CPL) for manned aircraft, which may not be initially accompanied by an (IR), the RPL always encompasses at its first issue the privilege to fly under Rules (IFR), since flying drones in international operations under Rules (VFR) is neither of interest for operational and business purposes, nor easily feasible. From the introductory text above, readers may already realise how radically different civil drones are in respect of traditional aviation from the regulatory and safety points of view. 1. 2 purpose of this book is to summarise the ‘revolution’ in the regulatory approach triggered by drones in civil aviation, in the safety domain, but also in other relevant social aspects such as security, liability, insurance, privacy and data protection.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: The automatic transmission has been around for some decades, we are comfortable with and parking assistants, and further steps towards a greater degree of driver assistance are in the works. Incremental introduction allows for a maximum degree of learning and would also enable gradual adaptation of the labor market, for example, or privacy concerns (see above). In more revolutionary introduction scenarios (Chap. 10) other and likely more vexing challenges would present themselves for the prospective analysis and perception of risks. The public perception would then react especially sensitively to accidents or critical situations, the risk of ‘scandalization’ would be greater and the ‘investment’ risk constellation (see above) could develop into a real problem for individual suppliers or brands. 4 Relationship to DebatesGermany and other industrialized countries have extensive experience with acceptance and risk debates over many decades. This section will seek to draw insights from these previous risk communications and apply them to autonomous driving—insofar as this is possible in light of the very different risk constellations. 4. 1 Experience from the Debates4. 1. 1 Nuclear PowerThe risk constellations for nuclear energy arose principally from the fact that one side was comprised of the decision-makers from politics and the business community, supported by experts from the associated natural science and engineering disciplines. On the other side were the affected parties, including in particular residents in the vicinity of the nuclear power plants, the reprocessing plant and the planned nuclear waste repository in Gorleben, but also growing numbers of the German populace. Nuclear power is a typical technology that is far-removed form everyday experience. Although many people profit from the generated energy, the source of the energy is not visible, as evidenced by the old saying that “electricity comes from the electrical socket. ” The possibility of a worst-case scenario with catastrophic damage potential like in Chernobyl and Fukushima; the fact that on account of those incidents no insurance company was or is willing to insure nuclear power plants; the extremely long-term danger posed by radioactive waste; all of these factors demonstrate that the risk constellation in the case of nuclear power is completely different than the one for autonomous driving. Only one point was instructive:The early nuclear power debate in Germany was characterized by the arrogance of the experts, who at that time were almost entirely in favor of nuclear power, in the face of criticism.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Черной кривой линией показана условная граница металлогенической (по золоту) неоднородности докембрийских кратонов. Еще более молодые эпи- и мезотермальные жилы Румынии, Малого Кавказа, Камчатки, Тихоокеанских островных дуг и Мексики связаны с процессами наиболее поздней тектонической и вулканической активности и образуют кайнозойскую эпоху накопления золота.

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: Among the first unmanned fixed wing aeroplanes, the ‘Kettering Bug’ tested in the US in 1917 during the War should be mentioned. After the War, several attempts were made to fly radio-controlled aircraft, mainly to serve as aerial targets to train fighter pilots for air-to-air combat. One of the most famous was a modified British ‘Tiger Moth’ manufactured by in 1935. Since its purpose was to be chased by fighter aircraft, like a queen bee in nature is chased by drones (i. e. the real insects), that aerial target was nicknamed ‘Queen Bee’. This is probably one reason why smaller unmanned aircraft started to be called ‘drones’. During the War, small radio-controlled aircraft were frequently used as aerial targets. at the time worked in a factory producing aerial targets. This use continued for decades, but it constituted a very small niche of aviation activities. 1. 4 turning point was in 1991 when, during the war in the Persian Gulf, the US military services and their allies realised that the potential of drones for military applications was wide ranging. Following these experiences, the manufacturing industry not only increased the production of military drones, but soon started to promote their civil use. The first civil aviation authority promulgating rules for the civil use of drones was the (CAA)7 in 1986. Few others followed in the first years of the twenty-first century. Between 2002 and 2004, a joint task force, established by the (JAA; precursor of the – EASA) and concluded8 that drones were aircraft, and hence in the regulatory competence of the aviation authorities, starting with the ICAO at the global level. The same conclusion had been reached by the European legislator, which included civil unmanned aircraft above 150 kg in the remit of the EASA in 2002,9 as well as, in 2007 by standard-making bodies such as the Commission for Aeronautics (RTCA) and. The limit of 150 kg has been recently replaced by the new basic regulation which extends EASA competencies to unmanned aircraft with a maximum take-off mass less than 150 kg. 10 This growing consensus of the community with regards to the fact that drones were aircraft, led the ICAO to establish in 2007 a on the matter. Meanwhile, Chinese manufacturers started to produce and sell small drones weighing only a couple of kilograms all over the world.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: The most obvious explanation is that the benefit—and not the benefit to the economy, but the individual benefit experienced by each user—is simply too great. Even the serious and publicly discussed risks to privacy that have come to light in recent years due to spying by companies and intelligence services have had barely any impact on consumer behavior. Mobile telephony, online banking, e-commerce and the perpetually-online lifestyle enable the creation of eerily accurate profiles, and yet this does not prevent users from continuing to use these technologies and continuously volunteer private information in the process. It is plainly the immediate benefit that moves us to accept these risks even when we know and criticize them. 4. 1. 4 NanotechnologyEver since a risk debate about nanotechnology emerged some 15 years ago, the technology has been dogged by concerns that it could fall victim to a public perception disaster similar to the ones experienced by nuclear energy or genetically modified crops. The extremely wide-ranging, but entirely speculative concerns of the early days, which took the form of horror scenarios such as the loss of human control over the technology, have since disappeared from the debate without these effects coming into play. Through open debate, nanotechnology emerged from the speculative extremes between rapturous expectations and apocalyptic fears to become a ‘normal’ technology whose benefits reside primarily in new material characteristics achieved through the coating or incorporation of nanop4. 2 Conclusions for Autonomous DrivingAutonomous driving will be an everyday technology that is as closely connected to people’s lives as driving is today. That distinguishes it greatly from nuclear energy, while it shares this everyday-life quality with green biotechnology (through its use in food production) and mobile communication technology. From both risk debates we may extract the insight of how central the dimension of individual benefit is. While any such benefit from eating genetically modified food has scarcely even been advanced by its proponents, the individual benefits of mobile telephones and mobile internet access are readily evident. And as soon as this benefit is demonstrably large, people are prepared to assume possible risks. And this is absolutely rational from an action theory standpoint. What is irrational is to assume risks when the benefits are not evident or would only accrue to other actors (e. g. Monsanto in the green biotechnology debate). In such cases a risk debate can have dramatic consequences and obliterate any chance of acceptance.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Для нее характерно исключительное многообразие золотого оруденения от золото-сульфидных колчеданных залежей типа Куроко и эпитермальных жил до мезотермального оруденения жильного типа – Зодское месторождение (Малый Кавказ) и современных зон минералоотложения из горячих источников типа Вайракей (Нов. Зеландия) и Солтон-Си (Калифорния, США). Таким образом, формирование месторождений золота в истории Земли было дискретным.

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: The attention of the ICAO focused nevertheless on the large ‘Aircraft Systems’ (RPAS) able to fly under IFR on a global scale. there was a debate on whether priority should be given to regulate the large or the small drones, which initiated with a high-level conference in 2010. conclusions at that time stressed the urgency of regulating the small ones and this was enshrined by the political authorities in 2015 in the Riga declaration. 11 One year later, following these developments, the US Administration (FAA) published its first rules12 on small UASs, labelling these machines ‘aircraft’. Even more importantly, Part 107 was published by the FAA, which provides evidence that civil drones are considered aircraft and hence in the remit of the FAA by the US Government. In just over three decades between 1986 and 2018 (e. g. introduction of RPL in Annex 1 to the Chicago Convention), the civil aviation community dug new ground and ideas started to be formalised in emerging regulations which are still taking shape. The aim of this book is both to explain these developments and to enable readers to understand the direction in which the community is moving, as well as to prepare the community itself for the imminent new regulatory events which could also be influenced in the appropriate forums, using the information provided in these pages. 1 A specialised Agency of the United Nations. 2 (ICAO), President of the Commission, Adoption of amendment 175 to Annex 1, Paper C-WP/14714, Montreal, 31 January 2018. 3 ICAO, Proposals for the amendment of Annexes 1, 2 and PANS-TRG (Doc 9868) related to remotely piloted aircraft systems (RPAS), type I AN 12/1. 1. 22-17/53, Montreal, 3 May 2017. 4 (SESAR) Joint Undertaking, ‘European drones outlook study – unlocking the value for Europe’, Brussels, November 2016. 5 Administration (FAA), ‘Aerospace forecast 2017–37 – unmanned aircraft systems’, Washington, April 2017. 6 ‘Aerial work’ is defined by the ICAO as an aircraft operation in which an aircraft is used for specialised services such as agriculture, construction, photography, surveying, observation and patrol, search and rescue, aerial advertisement, etc.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: It is based on the description of the risk constellation, in-depth risk analyses in the respective fields and a societal risk assessment. 5. 1 Risk EvaluationThe societal risk assessment is a complex process involving a variety of actors that can take on its own dynamics and lead to unforeseeable developments [4]. Starting with statements by especially visible actors (in the case of new technologies, frequently scientists and businesses on the one hand and pressure groups and environmental groups on the other) leads to a gradual concentration of positions and point-counterpoint situations in the mass media and the public debates represented by them. Individual incidents can tip public opinion or dramatically accelerate developments, as seen in the rapid shift of attitudes about nuclear energy following the reactor incidents in Chernobyl and Fukushima. That makes predictions extremely difficult. The following will venture a tentative statement on autonomous driving in consideration of the plausibility and the lessons drawn from the previous debates. To begin with, it is important to note that comparisons are very important for risk assessments [6, 12, 4]. We evaluate new forms of risk by looking at them in relation to known forms of risk. Here we have a known risk constellation shared by autonomous driving and conventional driving that can and should be applied as a key benchmark for comparison (Chap. 28; see also Sect. 30. 3 in this paper). If autonomous driving were to score significantly and unambiguously better in this comparison (i. e. greater safety, lower risk of accidents), this would be a very important factor in the societal risk assessment. Moreover, the risks of autonomous driving appear to be relatively minor in many respects. Technology-related accidents would occur with a certain probability, which could be minimized, but not eliminated, in an intensive test phase. Unlike in the case of nuclear energy, for example, their consequences would be relatively minor in geographic and temporal terms (compare the half-lives of radioactive materials) as well as with respect to the number of involved people and the property damage. A worst-case scenario of catastrophic proportions does not apply. Largely new is the digital networking potentially associated with the automation of driving, with all of its implications for possible systemic risks, vulnerabilities, privacy and surveillance. These will inevitably be major issues in any public debate on autonomous driving. But as these challenges are also present in a multitude of other fields (including, increasingly, non-autonomous driving), they would be unlikely to lead to risk concerns relating specifically to autonomous driving.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Эта дискретность выражается в следующих металлогенических по золоту эпохах: 3. 0–2. 6; 2. 1–1. 8; 0. 8–0. 55; 0. 45–0. 40; 0. 33–0. 25, 0. 18–0. 12 и 0. 10–0. 0 млрд лет. Основная масса золота образовалась в архейское и раннепротерозойское время, спустя 1. 5 млрд лет после возникновения Земли (Кузьмин и др. , 2018). Существует длительный (1. 8–0. 8 млрд лет) средне-позднепротерозойский период отсутствия крупных рудных накоплений золота (за исключением комплексного месторождения Олимпик Дам).

Output: pass


Input: Claim: Delivery drones are regulated by aviation authorities in many countries. [SEP] Text: Air transport of persons, freight or mail does not belong to aerial work. Equally, recreational general aviation is not aerial work. 7 Aviation Administration, ‘Regulations on unmanned aircraft not weighing more than 25 kg’, BL 9-4, Edition 1, Copenhagen, 1986. 8 Authorities (JAA)/for the Safety of () joint initiative on -Force final report, ‘A concept for European regulations for civil unmanned aerial vehicles (UAVs)’, Hoofddorp, 11 May 2004. 9 Regulation (EC) No 1592/2002 of 15 July 2002 on common rules in the field of civil aviation and establishing a [2002] OJ L240/1 (now replaced by Regulation (EU) 1139/2018). 10 Regulation (EU) No 1139/2018 of the and of the Council of 4 July 2018 on common rules in the field of civil aviation and establishing a Agency, and amending Regulations (EC) No 2111/2005, (EC) No 1008/2008, (EU) No 996/2010, (EU) No 376/2014 and Directives 2014/30/EU and 2014/53/EU of the and of the Council, and repealing Regulations (EC) No 552/2004 and (EC) No 216/2008 of the and of the Council and (EEC) No 3922/91. It is worth reiterating here the new definition of ‘unmanned aircraft’ that means any aircraft operating or designed to operate autonomously or to be piloted remotely without a pilot on-board. 11 EU, Riga declaration on remotely piloted aircraft (drones), ‘Framing the future of aviation’, Riga, 6 March 2015. 12 FAA, ‘Small unmanned aircraft rule’, Part 107, Washington, 21 June 2016.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: One special case is the business risk assessment by manufacturers (Sect. 3. 3), both in terms of the return on investment and potential reputation problems due to accidents. Any such business assessment must work with extremely uncertain assumptions, for instance concerning the media’s willingness to play up scandals as well as the effect of any such scandals in themselves. Here misperceptions can arise in both directions: exaggerated fears and naive optimism. It is to be expected, in any event, that from the public perspective, scandals would be specifically attributed to a particular brand rather than to autonomous driving as an abstract concept. That may hold no consolation for the affected brand; but it does indicate—at least insofar as the benefits of autonomous driving are undisputed—that this type of problem would impact the competition between the manufacturers, but not autonomous driving as a technology in itself. And that is already the case for other technologies today. Overall, the public risk constellation tends towards being unproblematic. It cannot be compared with genetic engineering or nuclear technology: there is no catastrophic scenario, the benefit is readily apparent, the introduction proceeds through a market and not by decree ‘from above’. And it would probably not occur overnight ‘at the flip of a switch,’ but gradually. 5. 2 Risk and AcceptanceAcceptance (Chap. 29) cannot be ‘manufactured,’ as is sometimes expected, but can only ‘develop’ (or not). This ‘development’ depends on many factors, some of which can certainly be influenced. In rough terms, public as well as individual acceptance depend largely on perceptions of the benefits and risks. It is crucial that the expected benefits not be couched exclusively in abstract macroeconomic terms, but actually comprise concrete benefits for those who would use the new technologies. Also critical is the ability to influence whether or not one is exposed to risks. Acceptance is generally much easier when the individuals can choose for themselves (e. g. to go skiing or not) than when people are exposed to risks by external entities and are thus effectively subjected to the control of others. Another important factor with respect to risk concerns is a (relatively) just and comprehensible distribution of benefits and risks (this was the main problem in the genetic engineering debate; see above).

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: НЕОДНОРОДНОСТЬ ДОКЕМБРИЯ ПО РАСПРЕДЕЛЕНИЮ МЕСТОРОЖДЕНИЙ ЗОЛОТАЕсли рассматривать территориальное распределение продуктов золотого оруденения разных эпох, то можно отметить существование трех глобальных областей: докембрийские щиты и платформы с древним оруденением; Северо-Американо-Евроазиатский пояс палеозойско-мезозойского оруденения в окаймлении древних платформ и Тихоокеанская область длительного (PZ–КZ) развития

Output: pass


Input: Claim: Rainwater harvesting systems are commonly used to collect water for irrigation. [SEP] Text: contact@norcaloa. org contact@norcaloa. org to ☰ Editor-in-chief 90. Received Date: 10 September, 2018; Accepted Date: 02 November, 2018; Published Date: 14 November, 2018 state (‘God’s Own Country’) experiences copious rainfall with an average annual rainfall of 3000 mm received duringnortheast & southwest monsoon seasons spread over 106 rainy days. Due to physiographic set up of and very less recharge, the state is experiencing severe water scarcity during lean period (March to May). The problems like decline in the depth to the water level, drying up of dug-wells, water salinity along the coastal areas due to tidal effect are the common other problems in Kerala State. Fortunately, saline water has not been reported in any of the areas in due to steep slope towards the Laccadive sea in the western part of this tiny state. In order to circumvent the various problems faced by the people in water sector, people of has increasingly adopted various types of artificial recharge method, traditional rainwater harvesting and water conservation practices for the sustainability of water resources. The present concept paper also briefly discusses tanks and ponds especially temple ponds, sacred groves very rare in different parts of the world, surangams, role of coconut and arecanut basis in water conservation and simplest traditional rainwater harvesting structures. recharge, Water level, Dug-wells, Sacred groves, Pond, Water is the elixir of life. Water is one of the essential ingredients to sustain life. The water exists as surface water, groundwater, and as water vapour on earth. But only 2. 5 % of this water is fresh water and suitable for human consumption. [1]. Almost all the major demands of water are met from this fresh water resource. Quite recently the population explosion coupled with changing life-styles has created a crisis-like situation in the water sector. Hence rainwater harvesting, and artificial recharge practices have gained prominence in this sector [2]. It has become the need of the hour. The artificial recharge is the process of recharging water into the ground water system by artificial means for the sustainability of ground water and without sacrificing the needs of future generation. The rainwater so collected can be stored for future use in storage tanks or diverted to augment the groundwater system.

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: And it is absolutely essential that the involved institutions (manufacturers, operators, regulators, monitoring and control authorities) enjoy public trust and that the impression does not arise that there is an effort to ‘push the thing through’ on the backs of the affected with their concerns. To achieve this, communication about possible risks must be conducted in an environment of openness—nothing is more suspect from a mass-media standpoint than to assert that there are no risks and that everything is under control. Concerns and questions must be taken seriously and must not be dismissed a priori as irrational. All of this requires early and open communication with relevant civil society groups as well as in the mass media sphere, and where appropriate in the spirit of ‘participatory technology development. ’There is some reason to believe that for the acceptance of autonomous driving, expected benefits will outweigh concerns regarding risks. After all, conventional driving is an almost universally accepted technology in spite of over 3000 traffic deaths annually in Germany. In contrast with nuclear energy, for example, the scope of potential damage appears limited both geographically and in terms of time. Other societal risks (see above; e. g. surveillance) are more abstract in nature, while the expected benefits are, in part, very tangible. I would therefore turn the juxtaposition “abstract social gain - concrete human loss” (Chap. 27) on its head: abstract risks such as dependence on complex technologies or privacy problems versus concrete individual benefits in terms of safety and comfort. A focus on risks would therefore presumably miss the core of the challenge: the decisive factor seems to be the expected benefits. That only applies, of course, because the risk assessment identified no dramatic results. Instead, the risk constellation for autonomous driving represents “business as usual” in the course of technological advancement—undoubtedly with its trade-offs and societal risks, but also with the opportunity to deal with them responsibly and civilly. In particular the presumably gradual introduction of autonomous driving and the resultant opportunity to learn and improve in conjunction with the absence of catastrophic-scale risks somewhat diminish the importance of risk questions in the further course of the debate on autonomous driving in relation to, say, labor market or social justice concerns. Rather than focusing on risk, it seems appropriate to regard the elements and options of autonomous driving as parts of an attractive mobility future with greater safety and efficiency, more social justice and more convenience/flexibility.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: с полициклическим золотым оруденением.

Output: pass


Input: Claim: Rainwater harvesting systems are commonly used to collect water for irrigation. [SEP] Text: In order to attain sustainability of water resources of the various types of artificial recharge scheme to be implemented in along with practicing traditional water harvesting measures. The commonly adopted measures in for the sustainability include gully plug, gabion structure, percolation tank, check dam, sub-surface dyke, dug, tube and bore well recharge, contour bunding, nalla bund, injection well and so on. People of has extensively adopted roof top rain water harvesting structures in their house premises also. Traditional water harvesting systems The various civilizations of the world such as Egyptian, Mesopotamian, Indus valley etc. flourished along the river banks due to the availability of plenty of water resources for the consumption of human beings and animals. The traditional water harvesting structures made for the sustainability of water resources to meet the future demands of water for the flora and fauna when the areas are receiving less rainfall. The nature of traditional rainwater harvesting depends on the rainfall intensity, facilities available and nature of the terrain etc. Ponds: rainwater harvesting State receives rainfall up to 3000 mm per year and the good per cent of the water is lost as surface run off and evaporation and the remaining amount recharges the groundwater system. The surface water bodies of especially tanks/ponds also store good amount of surface water and function as a good source for recharge [6]. The surface water is the water stored or flowing on the earth’s surface and interacts with the atmospheric and sub-surface water systems [7]. Net surface water available for development from ponds may be taken as 70% of total volume of water [8]. A very unique feature of the temples in is that every temple with a pond or Theerthakkulam (lies on the NE corner of the temple) and Kulappura (outside the temple wall) if there is no river nearby. The pond water is used for the washing of hands and feet, bathing of worshippers before entering the temple premises and Arattu (immersing the idols at special occasions in water) ceremonies. People considers the temple ponds as very sacred and there are different types of temples in and these include A village temple in every villages, A "Desa temple" in every "Desam", within a village, Private family temples, where their family deity is worshipped (Not in every families), Sacred groves, and Transplanted deity temples ("Kudiyiruthukal").

Output: corroborate


Input: Claim: Autonomous driving requires no human oversight or intervention. [SEP] Text: Of course, there is no zero-risk scenario—but that has not been the case with conventional driving either. Two major acceptance risks remain. One is the possibility of scandalization of problems in test drives or technical failures, perhaps in the context of accidents, through media reporting (read moose test). The consequences would be difficult to predict. But here again it must be noted that the moose test did not give rise to rejection of the technology of driving in itself. The problem—presuming the correctness of the assumption that expected benefits are more important for acceptance than risk concerns—would be more that any reputational damage would affect the respective brands rather than the technology of autonomous driving in itself. The second big unknown is human psychology. Whether and to what degree people will entrust their lives and health to autonomous driving is an open question. There are no known cases of acceptance problems for other autonomous transportation systems such as subways or shuttle services. But railway vehicles are perceived differently than cars; because in rail transport one is always driven rather than driving oneself; because the respective systems are controlled centrally by the control system; and because the complexity and possibility of unforeseen events in many situations is considerably greater in automobile traffic than in railway cars. Another aspect with regard to acceptance is that in conventional automobile transportation a well-developed culture of damage adjustment is in place through the traffic courts, appraisers and insurance companies that has reached a high degree of precision and reliability. Autonomous driving, by contrast, would pose new challenges to the damage adjustment system as the question of “Who caused the damage, man or machine? ” would have to be answered in an unambiguous and legally unassailable manner. Acceptance of autonomous driving will therefore largely depend on the development of answers to these questions that are equal to the precision of today’s damage adjustment system (Chaps. 4 and 5). 5. 3 Elements of ManagementThis diagnosis of the risk constellation for autonomous driving from the societal perspective suggests, indeed demands, the following risk management measures: Registration criteria for autonomous vehicles must be defined by the responsible authorities; with regard to safety standards, both fundamental ethical questions (how safe is safe enough? ) and political aspects (e. g. distributive justice, data protection) must be taken into account and handled on the legislative/regulatory level as appropriate. Key will be the legal regulation of dealing with the possible and small-scale accidents in autonomous driving, and in particular adjustment processes.

Output: contrast


Input: Claim: Lunar ice deposits may harbor ancient microorganisms from Earth's early history. [SEP] Text: Данные три крупные области расчленяются на серии провинций фемического или сиалического профиля, составляющие части складчатых поясов разного возраста. При этом в распределении крупных ареалов золотой минерализации в докембрии наблюдается отчетливая металлогеническая (по золоту) неоднородность докембрийских кратонов (фиг. 2) (Горячев и др. , 2005).

Output: pass