The Unheard Stories of Service-Learners: An Exploratory Study of the Assumptions of Race, Identity, and Privilege within the Service-Learning Experience

Service-learning has become a powerful pedagogical practice in Higher Education. Yet many of its practices have been premised on the idea that participants are white and serving a community unlike their own. Research suggests that the perspectives and identities of students of a diverse background participating in service-learning experiences may be unheard and/or misunderstood. Through a qualitative exploratory study, this study examined the perspective of nonwhite students. Four students from two higher education institutions selected to participate in a set of longitudinal, semi-structured, in-depth interviews in order to better understand their perspectives and experiences in their service-learning field site. Service-learning experiences are currently reinforcing the negative assumptions of the practice, but through this study, the stories and voices heard will hopefully change the assumptions and stereotypes to be more positive and accepting of all participating. Upon conclusion of this research study, it has been determined that more work needs to be done to prepare and educate the field of higher education and the effects of service-learning for diverse students. Recommendations for moving beyond this study would be to open the participant pool, expand the amount of higher education institutions that have students be interviewed, and begin creating orientation workshops to educate what it’s like for a student to serve a community like their own

Library-Based Data Curation, Management and Interdisciplinary Research at Florida International University: Reciprocal Use of Data through Collaboration

This paper shows the Florida International University (FIU) Libraries\u27 efforts in research data management, implementation, and practice. The FIU Library-based data team has led research projects that are directly built upon institutional and other data repositories, data hubs, and data visualization tools, through collaboration with the user community. We will present the technology setup and configuration of such a data framework, which includes Dataverse, ESRI’s ArcGIS Data Hub, and other data collection and visualization tools. We will also discuss the fiscal and organizational structure needed to support research data management initiatives. Using a couple of our applied research projects, we will demonstrate how users interact, collaborate, and contribute. We will discuss the challenges we encounter when it comes to data sharing, data curation, management, and most importantly, serving users at all levels of data literacy. In addition, we will present from a researcher’s perspective how he/she can manage his/her publications and associated research data and make them discoverable. We will showcase the websites of interdisciplinary research projects, such as the FIU Jack D. Gordon Institute for Public Policy’s (JGI) Security Research Hub (see also: https://srh.fiu.edu/home/) and the USAID-funded Global Water for Sustainability Program (see also: http://dpanther.fiu.edu/glows/). These project websites use FIU institutional repository and research data management platforms (see also: http://rdm.fiu.edu/dataverse/). We will demonstrate how we support a community-based research project using FIU’s research data repository and data hub, as well as community-based data repositories such as ESRI’s Living Atlas of the World

Morphological Characters of the Thickbody Skate Amblyraja frerichsi (Krefft 1968) (Rajiformes: Rajidae), with Notes on Its Biology

Detailed descriptions of morphological features, morphometrics, neurocranium anatomy, clasper structure and egg case descriptions are provided for the thickbody skate Amblyraja frerichsi; a rare, deep-water species from Chile, Argentina and Falkland Islands. The species diagnosis is complemented from new observations and aspects such as colour, size and distribution are described. Geographic and bathymetric distributional ranges are discussed as relevant features of this taxońs biology. Additionally, the conservation status is assessed including bycatch records from Chilean fisheries

Longitudinal Evaluation of an N-Ethyl-N-Nitrosourea-Created Murine Model with Normal Pressure Hydrocephalus

Normal-pressure hydrocephalus (NPH) is a neurodegenerative disorder that usually occurs late in adult life. Clinically, the cardinal features include gait disturbances, urinary incontinence, and cognitive decline.Herein we report the characterization of a novel mouse model of NPH (designated p23-ST1), created by N-ethyl-N-nitrosourea (ENU)-induced mutagenesis. The ventricular size in the brain was measured by 3-dimensional micro-magnetic resonance imaging (3D-MRI) and was found to be enlarged. Intracranial pressure was measured and was found to fall within a normal range. A histological assessment and tracer flow study revealed that the cerebral spinal fluid (CSF) pathway of p23-ST1 mice was normal without obstruction. Motor functions were assessed using a rotarod apparatus and a CatWalk gait automatic analyzer. Mutant mice showed poor rotarod performance and gait disturbances. Cognitive function was evaluated using auditory fear-conditioned responses with the mutant displaying both short- and long-term memory deficits. With an increase in urination frequency and volume, the mutant showed features of incontinence. Nissl substance staining and cell-type-specific markers were used to examine the brain pathology. These studies revealed concurrent glial activation and neuronal loss in the periventricular regions of mutant animals. In particular, chronically activated microglia were found in septal areas at a relatively young age, implying that microglial activation might contribute to the pathogenesis of NPH. These defects were transmitted in an autosomal dominant mode with reduced penetrance. Using a whole-genome scan employing 287 single-nucleotide polymorphic (SNP) markers and further refinement using six additional SNP markers and four microsatellite markers, the causative mutation was mapped to a 5.3-cM region on chromosome 4.Our results collectively demonstrate that the p23-ST1 mouse is a novel mouse model of human NPH. Clinical observations suggest that dysfunctions and alterations in the brains of patients with NPH might occur much earlier than the appearance of clinical signs. p23-ST1 mice provide a unique opportunity to characterize molecular changes and the pathogenic mechanism of NPH

Design and operational aspects of diesel generators’ power and number for seagoing ships

New chapter 4, added to Annex VI of MARPOL convention, put into effect regulations on the ships ‘energy efficiency. It makes mandatory since 1st January 2013 the so called Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan (SEEMP) for new and existing vessels of 400 gt and above. There is a huge space to save the energy, improve the ships’ efficiency and reduce the GHG emissions for the sea going ships such as container carriers are. The aspects presented in the paper are based on the contemporary container vessels with the state of the art technology implemented to their design and operational stage. The estimation of the electric power and number of diesel generators with use of the statistical tools is the main aim of the paper. The container vessels fitted only with the diesel generators without any other type of electric generator unit are taken into account in the calculation process. The electric power equation has been determined, applying the multiple regression model with an absolute term, based on the ship’s parameters for the entire range of the container vessels’ load capacity TEU. It shown, the reefer containers RC and the main propulsion rating SMCR are the most important parameters statistically significant. It is calculated as well how the total ship’s electric power is very strictly dependent on the number of diesel generators installed on board. The reefer containers’ number and its assumed power considering the cargo type and the simultaneity coefficient are also presented in the article, as this impact the electric power demand. The different types of Power Management Systems for diesel generators load are discussed at the last stage of the paper

Moc elektryczna siłowni współczesnych kontenerowców w wstępnym etapie projektowania

Permanent growth of sea trade demand has contributed to strong expansion of container carriers [5, 6]. The number of the biggest capacity container carriers is growing along with the number of container vessels at sea. The increasing demand for small feeders and feeders with higher trade capacity, meaning more TEU on board and higher en route speed resulting from higher number of large capacity container carriers that will call at a few main seaports, is predictable. Such a developing way of contemporary container vessels have led to the need of research-developing activities with references to design and ship building proces s, and new view at the electric matters. Approximations in use to determine the container vessels electric power are not accurate any more for the contemporary container carriers. Revision of the electric power relations and searching for the new mathematical models let determine with an essential approximation the electric power demand for contemporary vessels. The electric power calculations for the contemporary container carriers where the diesel and shaft generators have been used within whole range of container capacities, have been shown in the article. The electric power using multiple regression model has been calculated based on values collected in the container vessels data base. Different electric power relations have been determined for the container vessels with diesel and shaft generators and different for the ships with diesel generators only. Moreover, the diesel generators number and power have been discussed.Znaczący rozwój transportu morskiego doprowadził do silnego rozwoju statków przewożących kontenery [5, 6]. Wraz z progresywnie rosnącą liczbą nowych statków kontenerowych rośnie ich pojemność kontenerowa. Dla rozwoju dużych jednostek kontenerowych przewiduje się wzrost zapotrzebowania na tzw. szybkie dowozowe jednostki kontenerowe o większych niż dotychczas możliwościach przewozowych tj. większej liczbie kontenerów i większych prędkościach eksploatacyjnych. Taki kierunek rozwoju współczesnych kontenerowców doprowadził do potrzeby prowadzenia działań badawczo-rozwojowych w zakresie projektowania i budowy statków kontenerowych oraz konieczność innego spojrzenia na sprawy energetyczne tych jednostek. Stosowane do niedawna przybliżone zależności na określenie mocy elektrycznej kontenerowców coraz bardziej odbiegają od rzeczywistej mocy j instalowanej na współczesnych statkach kontenerowych. Weryfikacja zależności na dobór mocy elektrycznej oraz poszukiwanie nowych modeli matematycznych, pozwoli już we wstępnym etapie projektowania określić z dużym przybliżeniem zapotrzebowanie na moc elektryczną tych statków. W referacie przedstawiono ocenę mocy elektrycznej współczesnych statków kontenerowych dla całego zakresu stosowanych pojemności kontenerowych, w których do wytworzenia energii elektrycznej wykorzystuje się spalinowe zespoły prądotwórcze oraz prądnicę wałową. Moc ta została wyznaczona w oparciu o model regresji wielokrotnej na podstawie analizy parametrów zgromadzonych w formie bazy informacji o kontenerowcach. Przy wyznaczaniu zależności na moc elektryczną dokonano podziału na statki, w których do wytworzenia energii elektrycznej wykorzystywane były prądnice wałowe i spalinowe zespoły prądotwórcze oraz jednostki, w których moc elektryczna wytwarzana była tylko przez spalinowe zespoły prądotwórcze. Jako uzupełnienie rozpatrywanego zagadnienia przedstawiono kwestie, na które należy zwrócić uwagę dobierając liczbę i moc spalinowych zespołów prądotwórczych

Electric power assessment of the container ship in a preliminary design stage

W artykule przedstawiono ocenę mocy elektrycznej współczesnych statków kontenerowych dla całego zakresu stosowanych pojemności kontenerowych. Moc ta została określona w oparciu o model regresji wielokrotnej na podstawie analizy parametrów zgromadzonych w formie bazy informacji o kontenerowcach. Przy wyznaczaniu zależności na moc elektryczną dokonano podziału na statki, w których do wytworzenia energii elektrycznej wykorzystywane są prądnice wałowe i zespoły prądotwórcze oraz jednostki, w których moc elektryczna wytwarzana jest tylko przez spalinowe zespoły prądotwórcze.Electric power estimation of contemporary container vessels for whole container capacity range is presented in the paper. The multiple regression model has been used to determine electric power, based on the container ships database created for that reason. During electric power calculations the division into ships with electric power created by shaft and diesel generators and vessels with diesel generators only was done

Tendencje rozwojowe w projektach współczesnych statków - kontenerowców

Stały wzrost zapotrzebowania na handel morski spowodował silny rozwój floty kontenerowców. Wielkość światowej floty kontenerowców wynosiła 3400jednostek w marcu 2005 a zaledwie rok później osiągnęła ona wartość około 3800 jednostek. Co więcej, światowa lista zamówień na kontenerowce zawiera ponad 1000 jednostek. Liczba największych kontenerowców rośnie zgodnie z liczbą pływających po morzu kontenerowców. Przewidywalny jest wzrost zapotrzebowania na małe statki dostawcze i statki dostawcze z większą pojemnością handlową, oznaczającą większą liczbę TEU na pokładzie i większą prędkością rejsową, wzrost wynikający z większej liczby kontenerowców o dużych pojemnościach zawijających do kilku głównych portów morskich. Te małe statki dostawcze i statki dostawcze zapewnią handel pomiędzy dużymi terminalami kontenerowymi i małymi portami spełniając funkcje zaopatrzeniowe. Współczesne statki kontenerowe mają pojemność ładunku dochodzącą do 14 000 TEU i przewiduje się, że pojemność ta osiągnie wartość 18 000 TEU z prędkością podróżną wynoszącą 28 węzłów. Powoduje to konieczność wykorzystania jako głównych silników statków silników Diesla o mocach wyjściowych dochodzących do 100 000 kW ze sprawnością około 50%. Artykuł zawiera klasyfikację floty kontenerowców opartą na liczbie TEU i obszarze żeglugowym, jak również zawiera opisy konfiguracji morskich siłowni dla współczesnych kontenerowców, z uwzględnieniem napędu głównego, siłowni elektrycznych i parowych. Ponadto, omówione zostały współczesne trendy w budowie kadłubów okrętowych i morskich siłowni.Permanent growth of sea trade demand has contributed to strong expansion of container carriers. The capacity of the worlds container fleet was about 3400 vessels in March 2005 and only one year later it reached the number of about 3800 ships. What is more, there are over 1000 container carriers in the world's order book. The number of the biggest capacity container carriers is growing along with the number of container vessels at sea. The increasing demand for small feeders and feeders with higher trade capacity, meaning more TEU on board and higher en route speed resulting from higher number of large capacity container carriers that will call at a few main seaports, is predictable. These small feeders and feeders will trade between big container terminals and smaller ports as suppliers. Contemporary container vessels have a load carrying capacity of up to 14 000 TEU and it is foreseen that the capacity will reach 18 000 TEU with voyage speed amounting to 28 knots. It causes the necessity of using diesel engines whose output power is even 100000 kW with an efficiency of about 50% as the main ship propulsion. The container vessel fleet classification based on TEU number and trading area as well as configurations of marine power plants for the contemporary container vessels regarding main propulsion, electric power and boiler plants have been shown in the article. Moreover, the trends of ship hulls and marine power plants are discussed

Estimation of seagoing ship's engine power based on distinguishing quantity parameter

The power of main engine must be determined in such a way to let the seagoing ship reaches the predicted, in the agreement with the ship owner, service speed. Significant influence on the main engine power, apart from the ship 's speed, has a geometry shape and the dimensions of the ship's hull. Begins from the general form of Admiralition's equation, it is essential to establish the specific quantity parameter for the estimation of main engine power. That parameter can be described by the displacement, DWT, LBT, TEU number, the 14 tons TEU number etc. depends on the type of the seagoing vessel. The estimation of the specified maximum continuous rating SMCR based on the quantity parameter can be practicable in the preliminary design stage because of the small number of the known design data and the importance of the design decisions made at that level. The characteristic quantity parameter to establish the main engine power of the seagoing ship has been determined using the data of the contemporary container ships in operation. The research has been done in the whole range of the container capacity in TEU, where the combustion, reciprocation engines are used to propel the seagoing vessels. The statistical and regression tools have been utilized in the data analysis process to determine the quantity parameter