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design Management Review 2014年第2期25卷

作者： Cheryl Heller Mariana Amatullo Jeff Barnum Liz Ogbu Cameron Tonkinwise Founded two companies and taught creativity to leaders and organizations around the world. In addition to her work with corporations foundations and nonprofits she is the founding chair of the first MFA program in Design for Social Innovation at New York City's School for Visual Arts (SVA). She is an advisor to PopTech and a senior fellow at Babson College's Social Innovation Lab as well as at its Lewis Institute. Heller also serves on the Innovation Advisory Board for the Lumina Foundation and as an advisor to DataKind an organization dedicated to putting big data to use in service to humanity. Co‐founded Designmatters Art Center College of Design's award‐winning social innovation department in 2001. She is responsible for the strategic leadership of a dynamic portfolio of global and national educational projects research collaborations and publications at the intersection of art and design education and social innovation. Amatullo lectures internationally and serves on a variety of advisory and executive boards of organizations engaged in the arts design education and social impact including *** and Cumulus: the International Association of Universities and Colleges of Art Design and Media. She is the recipient of the inaugural 2012 DELL Social Innovation Education award for outstanding leadership in teaching and supporting student social innovators she has been recognized as one of Fast Company's Co.Design 50 Designers Shaping the Future and was also recognized as one of Public Interest Design's Design 100. Amatullo is a doctoral fellow in design and innovation/non-profit management at the Weatherhead School of Management Case Western Reserve University where her research focuses on design and social innovation. She holds an MA in art history and museum studies from the University of Southern California and a Licence en Lettres degree from the Sorbonne University Paris. Co‐founder of two companies Reos and Magenta. As a social innovation strategist who grew up in the arts Barnum focuses on h

As the founding chair of the first MFA program in design for social innovation, this educator hopes to encourage the many people who want to work at a strategic level using design to solve humanity's major challenges. Amatullo has built a career by encouraging designers and social innovators to use empathy, connect multiple perspectives, and tolerate ambiguity as a secret weapon in solving humanity's most complex problems. Having grown up in the arts, this social innovation strategist wants to apply the creative process to systemic social change. This strategist for social change has done everything from designing shelters for immigrant day laborers in the US to providing sanitation for low‐income Kenyans. Now teaching at Carnegie Mellon University's school of design, this champion of sustainability in design and design strategy has plenty to say about social transformation and its role in disruptive innovation.

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THE CONSTRUCTION OF VARIABLE PAYLOAD SHIPS

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 179-199页

作者： THOMPSON, DH THORELL, LM Daniel H. Thompson Jr.:is a native of Louisville Kentucky. He graduated from Webb Institute of Naval Architecture in 1957. He was an Engineering Duty Officer in theUNITED STATES NAVYprimarily in the Far East responsible for ship repair and overhaul. He joined Sparkman & Stephens Inc. New York City as Assistant to the Chief Engineer in 1963 and worked on commercial military and private contracts. He has worked for Bath Iron Works since 1967. Between 1967 and 1971 he served first as Project Engineer on the DLG-16 Class Ship Modernization Program which involved eight ships and later as the Assistant to the Production Manager when he assumed the responsibilities for production management administration and sea trial coordination. He organized and directed cost reduction programs and led the development of a comprehensive management administration information system. Between 1971 and 1972 Mr. Thompson served as the Facilities Project Manager responsible for the execution of a nine million dollar shipyard facilities improvement program. In 1972 Mr. Thompson was appointed as the Producibility Assurance Manager for the FFG-7 Program. In this capacity he reviewed the detail design work and coordinated the early activities of the subcontractor responsible for detail design. He was also responsible for the development of the FFG-7 Class Producibility Assurance Manual which provided guidance to the detail designers on production/design integration. During the DG-47 (now CG-47) studies at BIW Mr. Thompson served as the Deputy Program Manager for DG-47 Technical Characterization in 1977. At present Mr. Thompson is working as a Project Engineer in the Technical Department. He is responsible for coordinating the engineering work on new DDGX and Variable Payload Ship projects. On special assignment he is also supporting the Cost Reduction Program at BIW as Chairman of the Technical Committee. Mr. Thompson is a member of SNAME and ASNE and is a licensed professional engineer in New York and Maine. Len Thorell:is a

The decoupling of combat systems from the platform makes it possible for shipyards and combat system suppliers to work in parallel without schedule or technological conflict. Great benefit is derived from building one, standard platform able to accommodate a variety of combat systems. The capability to build and test the payload modules independently, in a well equipped shore-based facility, means higher production efficiency and improved quality control. The standardization of payload-platform interfaces means that the detail design and construction of foundations and distributive systems need not be delayed if some of the combat system components are being upgraded at the time when the ship is in construction. Additionally, shipyards recognize the value of the variable payload ship concept for major combat systems and weapons upgrades. Analysis shows that combat system changes will not lie on the critical path from a scheduling point of view if the payload items are modularized and conform to the Ship Systems Engineering Standards. The shipyards intend to participate actively in the conservation of tenth-scale models and full-scale mock-ups. These mock-ups should prove valuable in the definition of interface requirements which must be incorporated in the Ship System Engineering Standards. The module installation procedures and clearance requirements for both weapons modules and pelletized electronics can be checked in this effective way. Variable payload ship platform construction poses no technical problems as far as new facility requirements are concerned. Shipyards interested in assembling, testing, and installing payload modules would, however, have to use appropriate buildings, equipment, and cranes. These capital requirements are significant but reasonable for those yards that are likely to be interested in building frigates, destroyers, or cruisers. Furthermore, these yards generally plan for production improvements through better facilities, many of which

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RELIABILITY-BASED FATIGUE design FOR SHIP STRUCTURES

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NAVAL ENGINEERS JOURNAL 1987年第3期99卷 135-149页

作者： WHITE, GJ AYYUB, BM Gregory J. White: LCdr. USNR-R is an assistant professor of naval architecture at the U.S. Naval Academy. He received a B. S. degree in engineering mechanics from Vanderbilt University in 1975 an M. E. degree in naval architecture from the University of California Berkeley in 1981 and a Ph.D. from the University of Maryland in 1986. Dr. White served on active duty with the U.S. Navy from 1975 to 1979 first as the damage control assistant aboard the USS Reasoner (FF-1063) and then as the commissioning CIC officer aboard the USS Merrill (DD-976). After leaving active duty and while attending graduate school he worked at Mare Island Naval Shipyard in the scientific section (Code 250.1). Upon completion of graduate school he then worked for Exxon International Company as a research engineer in the R & D division of the tanker department. A lieutenant commander in the Ready Reserve Dr. White drills with the repair department of a submarine tender reserve unit and recently completed the reserve engineering duty officer qualification program. A member of ASNE since 1983 Dr. White is also a member of SNAME and the U.S. Naval Institute Dr. White received the “Jimmie” Hamilton Award for 1985. Bilal M. Ayyub:is currently an assistant professor of civil engineering at the University of Maryland. He received his B. S. degree in civil engineering from the University of Kuwait in 1980. He completed both his M. S. (1981) and Ph.D. (1983) in civil engineering at the Georgia Institute of Technology. While there he was awarded the Kuwait Foundation for the Advancement of Science Fellowship. Dr. Ayyub has extensive background in risk-based analysis and design simulation pre-stressed composite steel girders and construction engineering. He is engaged in research work involving structural reliability bridges marine structures mathematical modelling using the theories of probability statistics and fuzzy sets. His research work is sponsored by the National Transportation Safety Board the University of Maryland the Natio

In the continuing effort to apply reliability methods to marine structures, the next logical step is to include these techniques in the design process. The advantage of doing this would be the ability to design more efficient structures with some measure of certainty of the reliability level involved. The particular application in ship structural design which would benefit the most from using reliability methods is the design against fatigue failure. In this paper, some of the reliability-based methods currently being used (or proposed for use) in the design of structures against fatigue are examined. Each is evaluated as to its suitability for use in the structural design of ships. In addition, the authors propose a new reliability-based fatigue design format which is based on their recently introduced Reliability-Conditioned (RC) design method and the Load and Resistance Factor design (LRFD) code format. This approach is hoped to provide the design engineer with an easy to understand and use tool based on the LRFD format. The RC method will enable him to quickly and accurately design the components of a ship's structure such that a desired level of safety against fatigue is achieved. Each of the methods discussed is used to solve a practical example. The results of that example and several others are used to discuss the relative merits of each method.

关键词： SHIPS

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AIR-CUSHION LANDING CRAFT NAVIGATION

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NAVAL ENGINEERS JOURNAL 1985年第4期97卷 248-260页

作者： GRAHAM, HR KIM, JC BAND, EGU FOWLER, AW Herbert R. Graham:received his degrees of B.S. in 1951 and M.S. in 1958 in aeronautical engineering from the Massachusetts Institute of Technology and the California Institute of Technology respectively. He also attended the Harvard Graduate School of Business Administration. He is presently a task manager at TRW Inc. McLean Virginia responsible for landing craft air cushion (LCAC) engineering support. Since joining TRW in 1967 he has had several technical project management and system engineering responsibilities in amphibious ships transportation and energy. He was responsible for the preliminary engineering design and cost estimates for tracked air cushion vehicles (TACVs). He has been active in several professional societies including ASNE and served as vice-chairman Los Angeles Section American Institute of Aeronautics and Astronautics. John C. Kim:received his degrees of B.S. in electrical engineering Tri-State University 1959 M.S. in electrical engineering Michigan State University 1960 and Ph.D. in electrical engineering Michigan State University. He is presently a senior staff engineer with TRW Inc. McLean Virginia where his technical experience has included communications system engineering and navigation system analysis. Since joining TRW in 1969 he has held numerous positions including section head project manager and department manager. His previous employment includes E-Systems/Melpar Division and Honeywell. Dr. Kim has been active in the IEEE Washington Chapter activities which included secretary vice-chairman and chairman of Systems Science and Cybernetics Group. Edward G.U. Band:received a B.S. degree in mechnical engineering in 1946 and a D.I.C in aeronautical engineering in 1947 at the City and Guilds College of London University. In 1951 he received an M.S. degree from Stevens Institute of Technology in fluid dynamics. After a career in the aircraft industry in England Canada and the U.S.A. he spent several years teaching in Chile and at Webb Institute of Naval Archi

Air cushion vehicles (ACVs) have operated successfully on commercial routes for about twenty years. The routes are normally quite short; the craft are equipped with radar and radio navigation aids and maintain continuous contact with their terminals. Navigation of these craft, therefore, does not present any unusual difficulty. The introduction of air cushion vehicles into military service, however, can present a very different picture, especially when external navigation aids are not available and the craft must navigate by dead reckoning. This paper considers the problems involved when navigating a high-speed air cushion vehicle by dead reckoning in conditions of poor visibility. A method is presented to assess the ACV's navigational capability under these circumstances. A figure of merit is used to determine the sensitivity of factors which affect navigation such as the range of visibility, point-to-point distance, speed, turning radius and accuracy of onboard equipment. The method provides simplistic but adequate answers and can be used effectively to compare the-capability and cost of alternative navigation concepts.

关键词： AIR CUSHION VEHICLES

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SESSION NO 1 KEYNOTE ADDRESS - THE CHALLENGE OF design

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NAVAL ENGINEERS JOURNAL 1981年第3期93卷 75-87页

作者： LISANBY, JW was born in Princeton Kentucky on 31 January 1928. He was commissioned Ensign in the U.S. Navy after graduation from the U.S. Naval Academy in 1950 and received his Advanced degree in Naval Engineering (Architecture) from Massachusetts Institute of Technology in 1956. More recently he received additional training in the Harvard Business School's Management Training Program. He is an Engineering Duty Officer (ED) with wide and varied experience both at sea and in shore assignments. He has had sea duty aboard the USS Mississippi (AG-128) from 1950 to 1952 LST-887 from 1952 to 1953 and USS Antietam (CVS-36) from 1959 to 1961. Ashore he served as Ship Superintendent at the Charleston Naval Shipyard from 1956 to 1959 and as Assistant for Ship Material on the Staff of the Commander-in-Chief U.S. Atlantic Fleet from 1961 to 1963. In Washington DC he was Assistant for New Construction in the Cruiser and Destroyer Branch Naval Ship Systems Command from 1963 to 1965 and Head of the Procurement and Production Branch Fast Deployment Logistic Ship Project Office from 1965 to 1968. From 1968 to 1969 he was Director of Industrial Engineering in the Office of the Assistant Secretary of the Navy (Installations and Logistics) and from 1969 to 1970 he served as Executive Assistant to the Commander Naval Ship Systems Command. In 1970 he reported as Supervisor of Shipbuilding at Pascagoula Miss. with contract administration responsibilities for both the DD 963 and the LHA 1 ship acquisitions. Returning to Washington in 1973 he completed a brief tour as Assistant for Ship Design in the Office of the Chief of Naval Operations and then served as Project Manager for the LHA Class Amphibious Assault Ships with Headquarters in Washington DC from April 1974 until June 1977 at which time he assumed command of the Naval Ship Engineering Center (NA VSEC). With the merger of NA VSEC with its parent command the Naval Sea Systems Command on 1 October 1979 he assumed the duties of Deputy Commander for Ship Design and In

This paper provides a critical analysis of the U.S. Navy's ability to design effective warships relative to the threat we face. Influencing our ability to design are resources, organizational, and philosophical issues. The Russian Fleet is, by any standard, a formidable opponent dedicated to achieving naval superiority. In addition to the well documented differences in design philosophies, there exist fundamental dissimilarities in Russian innovation and their ability to introduce new technologies into an operational environment in comparison to our own conservative, often lengthy, process. We need to reevaluate. In the limit, our collective deteriorating will to design and build effective naval ships is adversely affecting our ability to accomplish the goals we need to achieve. A strengthening of our design resources must be coupled with a reassertion of will and strong technical leadership to revitalize the ship design process.

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TECHNICAL EVALUATION OF THE SES-200 HIGH LENGTH-TO-BEAM SURFACE EFFECT SHIP

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 77-93页

作者： ADAMS, JD BEVERLY, WF John D. Adams:is currently Manager of Marine Programs at Maritime Dynamics Inc. Tacoma Washington. He received his B.S.E. degree in naval architecture and marine engineering from the University of Michigan in 1972. His professional career began at Stevens Institute of Technology working as a research engineer in the Davidson Laboratory where he conducted model test programs of both conventional and advanced ships. Some of his responsibilities included hydrodynamic model testing of the Navy SES-100A and SES-100B testcraft and the early 2000-ton and 3000-ton SES designs. In 1975 he accepted a position as Director of Maritime Dynamics' field activities at the USN Surface Effect Ship Test Facility where he had responsibility for SES-100A trials analysis. While at SESTF he directed several unique programs including the development of an experimental Ride Control System for the XR-1D SES testcraft. At his present position since 1982 Mr. Adams has directed the development of a production SES Ride Control System the SES-200 trial analysis and analytical research and design studies for SES. He is a member of ASNE and SNAME. Walter F. Beverly III:is Test Director of the lead Landing Craft Air Cushion for Bell Aerospace in Panama City Florida. He has worked with surface effect ships (SES) for over ten years in various roles: SESTF. Past assignments included: Technical Director of the Navy Surface Effect Ship Test Facility (SESTF) Project engineer on the world's fastest warship the SES-100B and Program Manager's representative and T&E manager for the 3KSES Program in San Diego. Prior to his involvement with SES he was a flight test engineer at the Naval Air Test Center Patuxent River Maryland and graduated from the USN Test Pilot School test project engineering curriculum. Mr. Beverly received his BS in aerospace engineering from Virginia Polytechnic Institute in 1970 and his MS in systems management from the University of Southern California in 1977. He is a member of the American Institute of Aeronautics and

Recent Navy surface effect ship (SES) research has been aimed at achieving efficient operation at task force speeds without compromising the SES advantage of operating at higher speeds. Results showed that this objective could be achieved by designing ships with higher length-to-beam ratios than the previous generation of Navy SES. These ships are typically referred to as “High Length-to-Beam SES”. This paper describes an extensive program undertaken by Naval Sea Systems Command (NAVSEA) to validate this research and demonstrate high length-to-beam SES capabilities. Under this program a 110 ft commercial SES was procured and stretched from a length-to-beam of 2.65 to 4.25 by installing a 50 foot hull extension amidships. This ship is the SES-200; it is the only large high length-to-beam SES in the world. A brief history of the SES-200 is provided, and the use of standard marine construction and systems in this ship is described. A synopsis of the SES-200 Technical Evaluation program completed in the Chesapeake Bay and Atlantic Ocean is given, and results of performance, seakeeping and maneuvering tests are presented. The effect of cushion length-to-beam proportions on both cushion wave making resistance and total SES resistance is explained. Performance test data are presented to show that the advantages of high length-to-beam design have been validated. Full power operation in heavy weather at all headings is demonstrated, and heavy weather motion responses are compared to Navy surface ship criteria to show that limits are satisfied for both high and low speed operation. Directional stability and maneuvering test results are cited for both normal operation and impaired situations. Implications of high length-to-beam technology relative to multithousand ton ship design are discussed. The speed and seakeeping capabilities that SES in this size range offer are indicated by scaling SES-200 test data.

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Correction: Opioid Agonist Maintenance Treatment Outcomes—The OPTIMUS International Consensus Towards Evidence-Based and Patient-Centred Care, an Interim Report

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International Journal of Mental Health and Addiction 2024年 1-4页

作者： Wiessing, Lucas Banka-Cullen, Prakashini Barbaglia, M. Gabriela Belackova, Vendula Belbaisi, Saed A. S. Blanken, Peter Carrieri, Patrizia Comiskey, Catherine Dacosta-Sánchez, Daniel Dom, Geert Fabricius, Venus Faria, Hugo Ignjatova, Liljana Inić, Nemanja Jacobsen, Britta Javakhishvili, Jana D. Kamendy, Zuzana Kapitány-Fövény, Máté Kiss, Anna Kyprianou, Evi Marchand, Kirsten Millar, Tim Mravcik, Viktor Mustafa, Naser J. Y. Nordt, Carlos Partanen, Markus Pedersen, Mads Uffe Putkonen, Hanna Razmadze, Mariam Roux, Perrine Schulte, Bernd Seabra, Paulo Sordo, Luis Strada, Lisa Subata, Emilis Thoma, Esmeralda Torrens, Marta Walley, Alexander Y. Yiasemi, Ioanna European Monitoring Centre for Drugs and Drug Addiction (EMCDDA) Public Health Unit Lisbon Portugal School of Nursing and Midwifery Trinity College Dublin The University of Dublin Dublin 2 Ireland Drug Dependence Prevention and Care Service Public Health Agency of Barcelona Barcelona Spain Arts Design & Architecture Social Policy and Research Centre University of New South Wales UNSW Sydney Kensington Australia Palestinian Ministry of Health Ramallah Palestine Parnassia Addiction Research Centre (PARC) Brijder Addiction Treatment Parnassia Academy The Hague The Netherlands Aix Marseille Univ Inserm IRD SESSTIM Sciences Economiques & Sociales de La Santé & Traitement de l’Information Médicale ISSPAM Marseille France Department of Clinical and Experimental Psychology University of Huelva Huelva Spain University of Antwerp Antwerp Belgium Centre for Alcohol and Drug Research Department of Psychology University of Aarhus Aarhus C Denmark Ares Do Pinhal Lisbon Portugal Faculty of Medicine Ss. Cyril and Methodius University in Skopje Skopje North Macedonia Department for Drug and Alcohol Addictions Special Prison Hospital Belgrade Serbia Centre for Interdisciplinary Addiction Research (ZIS) University Medical Center Hamburg-Eppendorf Hamburg Germany Institute of Addiction Studies Ilia State University Tbilisi Georgia Centre for Treatment of Drug Dependencies Bratislava Slovakia Faculty of Psychology PAN-EUROPEAN University Bratislava Slovakia National Institute of Mental Health Neurology and Neurosurgery - Drug Outpatient Centre Budapest Hungary Faculty of Health Sciences Semmelweis University Budapest Hungary Monitoring Centre Cyprus National Addictions Authority Strovolos Cyprus Centre for Health Evaluation and Outcome Sciences Providence Health Care and University of British Columbia Vancouver Canada Division of Psychology and Mental Health School of Health Sciences Faculty of Biology Medicine and Health University of Manchester Manchester UK

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BioTIME 2.0: Expanding and Improving a Database of Biodiversity Time Series

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Global Ecology and Biogeography 2025年第5期34卷

作者： Maria Dornelas Laura H. Antão Amanda E. Bates Viviana Brambilla Jonathan M. Chase Cher F. Y. Chow Ada Fontrodona-Eslava Anne E. Magurran Inês S. Martins Faye Moyes Alban Sagouis Samuel Adu-Acheampong Daniel Acquah-Lamptey Dušan Adam Penelope A. Ajani Aitor Albaina Pablo Almaraz Jeongseop An Roger Sigismund Anderson Madelaine Jean Robertson Anderson Alexsander Z. Antunes Ivan Arismendi Linda Armbrecht Pedro Aros-Mardones Sreejith Kalpuzha Ashtamoorthy Narayanan Ayyappan Gal Badihi Joseph J. Bailey Andrew H. Baird Mark Edward Baird Sreekumar Vadakkethil Balakrishnan José António L. Barão-Nóbrega Adi Barash Miguel Barbosa Jos Barlow Claus Bässler Matthieu Beaumont Natalie Beenaerts Tiago Octavio Begot Wallace Beiroz Ricardo Beldade David M. Bell Alecia Bellgrove Jonathan Belmaker Lisandro Benedetti-Cecchi Cassandra E. Benkwitt Pamela Medina-van Berkum Brandon T. Bestelmeyer Matthew G. Betts Maxwell Kelvin Billah Anne D. Bjorkman Magdalena Błażewicz Christopher P. Bloch Shane A. Blowes Antonio Bode Juliano A. Bogoni Thomas Bolger Timothy C. Bonebrake Erik Bonsdorff Roberta Bottarin Luke N. Brokensha Rob W. Brooker Andrew J. Brooks Helge Bruelheide Thiago Almeida Bueno Claire Laguionie Mariana Lopes Campagnoli James Cant Erica Pellegrini Caramaschi Alexandre Caron Tadhg Carroll Tancredi Caruso Juan Carvajal-Quintero Giuseppe Castaldelli Edward Castañeda-Moya Pedro V. Castilho Sonia Zanini Cechin Shahar Chaikin Uchangi Manjunatha Chandrashekara Tory J. Chase Chaolun Allen Chen Jorge José Cherem Sei-Woong Choi Erica M. Christensen Alexander V. Christianini Jackson Wing Four Chu Peter Coad Carl Van Colen Lise Comte Elisabeth J. Cooper J. Hans C. Cornelissen Eddy Cosson Unai Cotano Luc Crevecoeur Shannan Kyle Crow Graeme S. Cumming Vanessa S. Daga Gabriella Damasceno Gergana N. Daskalova Claire H. Davies Robert A. Davis Frank P. Day Sussy De-La-Zerda Amy Elizabeth Deacon Indradatta de Castro-Arrazola Steven Degraer Kharran Deonarinesingh Juan C. Diaz-Ricaurte Christopher R. Dickman Tara Dirilgen Ciaran John Dolan J. Emmet Centre for Biological Diversity School of Biology University of St Andrews Fife UK MARE—Centro de Ciências do Mar e do Ambiente Faculdade de Ciências Universidade de Lisboa Lisboa Portugal Research Centre for Ecological Change Organismal and Evolutionary Biology Research Programme Faculty of Biological and Environmental Sciences University of Helsinki Helsinki Finland Department of Biology University of Victoria Victoria British Columbia Canada German Centre for Integrative Biodiversity Research (iDiv) Halle-Jena-Leipzig Leipzig Germany Department of Computer Science Martin Luther University Halle-Wittenberg Halle (Saale) Germany Leverhulme Centre for Anthropocene Biodiversity Department of Biology University of York York UK Department of Animal Biology and Conservation Science University of Ghana Accra Ghana Philipps Universität Marburg Marburg Germany Department of Forest Ecology Silva Tarouca Research Institute Brno Czech Republic School of Life Sciences University of Technology Sydney Sydney New South Wales Australia Zoology and Animal Cell Biology Department University of the Basque Country (UPV/EHU) Leioa Spain Grupo de Oceanografía de Ecosistemas Instituto de Ciencias Marinas de Andalucía CSIC Campus Universitario de Puerto Real Puerto Real Spain National Institute of Ecology Seocheon Republic of Korea African Regional Postgraduate Programme in Insect Science University of Ghana Accra Ghana Département de Biologie Université de Sherbrooke Sherbrooke Quebec Canada Núcleo de Conservação da Biodiversidade Instituto de Pesquisas Ambientais Secretaria de Meio Ambiente Infraestrutura e Logística do Estado de São Paulo São Paulo Brazil Department of Fisheries Wildlife and Conservation Sciences Oregon State University Corvallis Oregon USA Institute for Marine and Antarctic Studies Ecology & Biodiversity Centre University of Tasmania Hobart Tasmania Australia Graduate Program in Oceanography Department of Oceanography Faculty of Natural Scienc

Motivation Here, we make available a second version of the BioTIME database, which compiles records of abundance estimates for species in sample events of ecological assemblages through time. The updated version expands version 1.0 of the database by doubling the number of studies and includes substantial additional curation to the taxonomic accuracy of the records, as well as the metadata. Moreover, we now provide an R package (BioTIMEr) to facilitate use of the database. Main Types of Variables Included The database is composed of one main data table containing the abundance records and 11 metadata tables. The data are organised in a hierarchy of scales where 11,989,233 records are nested in 1,603,067 sample events, from 553,253 sampling locations, which are nested in 708 studies. A study is defined as a sampling methodology applied to an assemblage for a minimum of 2 years. Spatial Location and Grain Sampling locations in BioTIME are distributed across the planet, including marine, terrestrial and freshwater realms. Spatial grain size and extent vary across studies depending on sampling methodology. We recommend gridding of sampling locations into areas of consistent size. Time Period and Grain The earliest time series in BioTIME start in 1874, and the most recent records are from 2023. Temporal grain and duration vary across studies. We recommend doing sample-level rarefaction to ensure consistent sampling effort through time before calculating any diversity metric. Major Taxa and Level of Measurement The database includes any eukaryotic taxa, with a combined total of 56,400 taxa. Software Format csv and. SQL.

关键词： assemblage biodiversity community database ecoinformatics species taxa time

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SWATH—THE VSTOL AIRCRAFT CARRIER FOR THE POST‐1990's

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Naval Engineers Journal 1977年第1期89卷 47-54页

作者： CHILDERS, RADM.K.C. GLOECKLER, FREDERICK M. STEVENS, ROBERT M. USN (RET.) RAdm. K.C. Childers USN (Ret.):graduated from the U.S. Naval Academy in 1939. and later completed his graduate studies at California Institute of Technology from which he received his MS and AE degrees. He was a fighter pilot in the aircraft carriers USS Ranger and USS Essex during World War II and an instructor at the Guided Missile School. Ft. Bliss Texas from 1947 until 1949 at which time he came to Washington. D.C. as an Assistant Division Director Ships Installation Division Bureau of Aeronautics. In addition his active duty career included assignments as Naval Air Systems Command Representative Atlantic Assistant Commander for Material Acquisition Naval Air Systems Command and Deputy Project Manager for the FlllB/Phoenix Program. Bureau of Naval Weapons. During the first five years of the Polaris Program he was responsible for all testing at the Atlantic Missile Range. He also served as Commander of the Naval Missile Center where he directed the test and evaluation of Airborne Weapon Systems and had been on an earlier assignment the Missile Test Officer. His military decorations include the Silver Star the Legion of Merit two Air Medals the Navy Commendation Medal and a Presidential Unit Citation. Currently he is employed as the Manager of the Analysis and Evaluation Department at CERBERONICS. Inc. Falls Church. Va. Mr. Frederick M. Gloeckler: currently a Consultant to CERBERONICS Inc. graduated from New York University from which he received his BS degree. He began his career with the Department of the Navy in 1938. and culminated it with his retirement in 1972 at which time he was engaged in VSTOL aircraft analysis and was the Director Advanced Systems Division Naval Air Systems Command (and its predecessor organizations). During this period he made major contributions to the Fleet Ballistic Missile Program the F-14 A-7 and S-3 Aircraft Programs and the Phoenix Condor and Harpoon Missile Programs. In 1951 Mr. Gloeckler organized‘ and directed the Systems Engineering Divis

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USE OF COMMERCIAL SPECIFICATIONS IN THE SHIPBUILDING PROCESS

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NAVAL ENGINEERS JOURNAL 1981年第1期93卷 77-84页

作者： LISANBY, JW HAAS, J Rear Admiral James W. Lisanby USN: graduated from the U.S. Naval Academy in 1950 at which time he received his B.S. degree and his commission as Ensign. Subseqeuntly he was ordered to Massachusetts Institute of Technology from which he received his advanced degree in Naval Engineering (Architecture) in 1956 and more recently additional training in the Harvard Business School's Management Training Program. An Engineering Duty Officer (ED) he has had wide experience in various assignments both afloat and ashore. From 1950 to 1952 he served in the USS Mississippi (AG-128) from 1952 to 1953 in the USS LST-887 and from 1959 to 1961 in the USS Antietam (CVS-36). Shore duty assignments have included Ship Superintendent at the Charleston Naval Shipyard (1956-59) Ship Material Officer Staff of Commander-in-Chief U.S. Atlantic Fleet (1961-63) Assistant for New Con struction in the Cruiser and Destroyer Branch (1963-65) at the former Naval Ship Systems Command (NA VSHIPS) Head of the Procurement and Production Branch Fast Deployment Logistic Ship Project Office (1965-68) Director of Industrial Engineering Office of the Assistant Secretary of the Navy-Installations and Logistics (1968-69) and Executive Assistant to the Commander NAVSHIPS (1969-70). He then reported as Supervisor of Shipbuilding at Pascagoula Miss. with contract administration responsibilities for both the DD 963 and LHA 1 Class ship acquisitions. Returning to Wash ington in 1973 he completed a brief tour as Assistant for Ship Design in the Office of the Chief of Naval Operations and then served as Project Manager for the LHA Class of Amphibious Assault Ships (with headquarters in Washington D.C.) from 1974 until June 1977 at which time he assumed command of the former Naval Ship Engineering Center (NA VSEC). With the merger ofNA VSEC on 1 October 1979 with its parent com mand the Naval Sea Systems Command (NAVSEA) he as sumed his present duties as Deputy Commander for Ship Design and Integration NA VSEA. Rear Admiral Lisanby has been activ

This paper describes the method used by the Navy in the acquisition of ships, with particular reference to the some 2,500 documents referenced directly in the process. For such documents, initially mostly military, a concerted effort is underway to substitute “commercial specifications” where feasible. A comparison is made between the processing of military documents and industry standards. The paper then goes into details of available Industry Documents for materials and small items, noting the general absence for large items of machinery and equipment (and a possible solution). The use of “off-the-shelf” equipment also is discussed as well as advantages and disadvantages of both methods of specifying requirements. Finally, the paper summarizes the alternatives: maximum use of industry standards (either directly or indirectly); use of Commercial Item Descriptions where feasible; and retention of military documents where necessary (mission-critical systems, where marine ruggedness is required, and for truly military applications).

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