1,720,961 research outputs found
Going Beyond Counting First Authors in Author Co-citation Analysis
Get PDFThe present study examines one of the fundamental aspects of author co-citation analysis (ACA) - the way co-citation
counts are defined. Co-citation counting provides the data on which all subsequent statistical analyses and mappings
are based, and we compare ACA results based on two different types of co-citation counting - the traditional type that
only counts the first one among a cited work's authors on the one hand and a non-traditional type that takes into
account the first 5 authors of a cited work on the other hand. Results indicate that the picture produced through this non-traditional author co-citation counting contains more coherent author groups and is therefore considerably clearer. However, this picture represents fewer specialties in the research field being studied than that produced through the traditional first-author co-citation counting when the same number of top-ranked authors is selected and analyzed. Reasons for these effects are discussed
Variations on the Author
Get PDF“Variations on the Author” discusses two of Eduardo Coutinho’s recent films (Um Dia na Vida, from 2010, and Últimas Conversas, posthumously released in 2015) and their contribution to the general question of documentary authorship. The director’s filmography is characterized by a consistent yet self-effacing form of authorial self-inscription: Coutinho often features as an interviewer that rather than express opinions propels discourses; an interviewer that is good at listening. This mode of self-inscription characterizes him as an author who is not expressive but who is nonetheless markedly present on the screen. In Um Dia na Vida, however, Coutinho is completely absent form the image, while Últimas Conversas, on the contrary, includes a confessional prologue that moves the director from the margins to the center of his films. This article examines the ways in which these works stand out in the filmography of a director who offers new insights into the notion of cinematic authorship
Appropriate Similarity Measures for Author Cocitation Analysis
Get PDFWe provide a number of new insights into the methodological discussion about author cocitation analysis. We first argue that the use of the Pearson correlation for measuring the similarity between authors’ cocitation profiles is not very satisfactory. We then discuss what kind of similarity measures may be used as an alternative to the Pearson correlation. We consider three similarity measures in particular. One is the well-known cosine. The other two similarity measures have not been used before in the bibliometric literature. Finally, we show by means of an example that our findings have a high practical relevance.information science;Pearson correlation;cosine;similarity measure;author cocitation analysis
Dispelling the Myths Behind First-author Citation Counts
Get PDFWe conducted a full-scale evaluative citation analysis study of scholars in the XML research field to explore just how different from each other author rankings resulting from different citation counting methods actually are, and to demonstrate the capability of emerging data and tools on the Web in supporting more realistic citation counting methods. Our results contest some common arguments for the continued
use of first-author citation counts in the evaluation of scholars, such as high correlations between author rankings by first-author citation counts and other citation
counting methods, and high costs of using more realistic citation counting methods that are not well-supported by the ISI databases. It is argued that increasingly available digital full text research papers make it possible for citation analysis studies to go beyond what the ISI databases have directly supported and to employ more
sophisticated methods
koamabayili/VECTRON-author-checklist: VECTRON author checklist
No full textWe have done our best to complete the author checklist relating to the use of animals in the hut study. Note that the objective for the hut study was to evaluate the IRS treatment applications for residual efficacy against Anopheles mosquitoes, including the local An. coluzzii mosquito population. Cows were only used to attract mosquitoes into the huts and no tests were carried out directly on the cows. The author checklist is intended for use with studies where experiments are carried out on animals, which is why we have had such difficulty in completing this for the hut study, as many of the questions do not relate to how the cows were used
Address by Pat Russell to the Chancellor and Presidents of the California State University system: Growth in California
No full textAddress outlining the challenges growth poses for Southern California. Russell was the president of Los Angeles City Council.This collection consists of reports by or about the California State University.Reports were generated by various Chancellor’s Office divisions, committees and other entities including the state government. The reports consist of analytical, programmatic, feasibility or budgetary reports dealing with planning, administration, teaching, the functions of the university system and other subjects.ADDRESS BY PAT RUSSELL,
PAST PRESIDENT~. SOUTHERN CALIFORNIA ASSOCIATION OF GOVERNMENTS,
AND PRESIDENT, LOS ANGELES CITY COUNCIL
TO THE CHANCELLOR AND PRESIDENTS OF THE
CALIFORNIA STATE UNIVERSITY SYSTEM
MARCH 30, 1984
I'm glad for the opportunity to talk with you today. This meeting is
timely and welcome, for we have much to do together.
We live in a time of enonnous and rapid change in many different areas, and
some of these changes will be un.;ettling to both our society and our
economy. As an elected official, I work with many people and organizations,
trying to devise appropriate responses to our changing environment.
Our Southern California region is a practical and workable level at which
to design programs to prepare for the future. Planning for the region in
which we live and work falls under the jurisdiction of the Southern
California Association of Governments, or SCAG. This region consists of
six count fes
and Imperial
Los Angeles, Orange, Riverside, San Bernardino, Ventura,
and 160 cities. Those jurisdictions make up a cohesive
regional entity because they share a distinctive geographic area; they have
common air basins and water supply systems; and they have interrelated
transportation networks, economies, labor poo 1 s, and housing markets, and
social and cultural values.
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SCAG is legally mandated to design the region's plans for transportation,
air quality, water quality, housing _supply, economic growth, and other
issues. In these pursuits, SCAG interacts with all levels of government
and many other agencies, ranging from .Caltrans and local county transportation
commissions to the Air Quality Management District.
SCAG is technically a Council of Governments, which is a voluntary
association of county and city governments, providing a forum where members
can reach agreement on issues of common concern, based on a regional rather
than a local perspective. There are about 700 such councils in the United
States, and SCAG is the largest in terms of its area -- 38,000 square miles
-- and its population of 12 million.
SEAG also ranks high in the size and complexity of the problems faced by
the region it serves. Manj' of the prob 1 ems that are severe today wi 11
become even more so in the years just ahead, as our population increases.
I'm sure you've all heard horror stories about the traffic and housing
conditions that are expected during the Olympics, when perhaps half a
million visitors will descend on the region for two weeks. This will give
us some notion of things to come, becaus.e by the turn of the century, an
additional three million people .will have joined our region's permanent
population. This is equivalent to adding another city the size of Los
Ange 1 es to our a 1 ready overburden·ed urban systems.
Let me give you a sampling of the issues we must address in planning for
this imminent growth, as we have identified them in our Development Guide
for priority resolution:
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o Our water supplies are inadequate for future growth.
o We have housing for only 1/3 of our new households.
o Our freeway congestion is worsening by the hour, and solving
the problem would require 15 times the transit facilities that
we plan to build.
o Our air quality is a long way from meeting the mandated
standards and goals.
o We have severe problems in fina.ncing the infrastructure needed
to support the expected growth; and
o The region's economy is changing rapidly, in ways that are not
completely understood.
Some people talk about these problems as if they cannot be solved. But
people who spend all their time wringing their hands never get around to
rolling up their sleeves. Work has begun on these problems, and I'd l"ike
to tell you about some of the programs currently .taking shape.
Since we can accomplish little else unless our economy is strong, let me
start with that area. America began as an agricultural society, changed to
an industrial society, and today is becoming a society whose major· salable
goods are services, information, an~ communications.
As we change from an industrially based economy to a technological/communications
based economy, many traditional assumptions and -methods of
operating will be displaced.
3
For many people, these changes will be painful. But we have seen that
technological advances can mean a better quality of life for all. When the
i ndus trial revo.1 ut ion changed America I s economic base f ram agriculture to
manufactured goods, it also increased the productivity of farming through
mechanization. Similarly, although the coming change to a service economy
will mean a new product mix based largely on intangibles, advances such as
robotics will complement and strengthen other parts of our economy.
How do we deal with this economic transition and minimize the inevitable
disruptions? We've recognized that the traditional economic planning
approach, built around a centralized system, won't work. Our national
economy is too complex and the component segments are too interrelated to
permit meaningful planning on a precisely detailed level. But we do need
to plan on a practical and manageable scale, whkh means planning for
regional economic units, - rather than at a national level.
The Southern California region, with Los Ange 1 es as its hub, is one such
unit. Titling its regional planning a Strategic Management Initiative,
SCAG's goal is to predict what -kinds of business and industry are likely to
be operating within the region ten or twenty years in the future.
Information from labor unions, banks, growth forecasts, and business
associations about the region's medium- and . long-term employment picture
will be collated. Once a clear picture begins to emerge of our region's
future economy, we can work to create conditions that will attract
important industrial sectors to this region. One prime incentive we hope
to create is a labor force whose skills- meet the needs of emerging
industries.
4
We will prepare that labor force by working with you and other educators to
design curricula tailored for the discernible future, and by augmenting the
facilities of schools and colleges with training centers that can teach the
needed knowledge and skills.
The first order of business for those participating in the strategic
management initiative is to focus the region's awareness on the fact that
change is coming. Leaders from all segments of the region need to realize
that existing methods will not fit the requirements of the future. We must
examine the range -of opportunities available and adopt those that are most
promising ood productive. Instit!lti ons ana investment capital must be
-directed to the needs of our shifting circumstances, and, as I mentioned
before, the skills and abilities necessary for the coming economy must be
identified and taught. Innovative and forward-looking training programs in
our coll-eges and schools can smooth the economic transition of the years
ahead.
The task is ilTITlense. If this enormously complicated region were a nation,
its Gross National Product would rank 14th in the world; its per-capita
income would rank 5th. We supply the world -with products ranging from
melons to movies, from microchip wafers to chocolate-chip cookies, so we
must study our region as we would a- country.
My involvement, other than as a citizen and an elected offi_ c ial, is as a
former president of SCAG, and current President of the Regi ona 1 Research
Institute of Southern California, - a nonprofit organization established by
5
SCAG's Executive Committee. The Institute 1s board of directors is composed
of public officials and private-sector leaders, and its charge is to
investigate issues of importance to the region's future. The Institute
will provide the forum in which the public and private sectors can propose,
examine, and refine solutions for economic change.
Once we have some of those answers in hand, they will challenge the
educational community to decide which of the needed skills are most
appropriately addressed by four-year institutions and which by vocational
schools or two-year community co 11 eges. Once we know where we want to· go,
the educational community will have to advise us on how we can put our
recommendations into effect in the existing educational network.
The product required is a set of practical, workable educational and
training programs, and the identif~cation of means by which to implement
them. We have be~n fortunate enough to work on this project with forwardlooking
educators and institutions such--as ·llon Gerth at Ca~ State Dominguez . ..
Hills and Tony Evans at Cal State ·San ."'Bernardino -- the pioneer. partici-pants
in the Strategic Management venture. But we would we 1 come the
participation of each of you, as individuals and as representatives of
institutions. We seek your involvement in the design, implementation, and
operation of this effort. · It is vitally important to prepare young people
-
to succeed in the job market they will actually face during their
productive working years.
6
Of course, the health of the economy is interwoven with the overall health
of the region. For example, we can•t attract business and industry to this
region if workers cannot find housing, or cannot afford the housing they
find. SCAG has recently begun a program called the Corporate Fund for
Housing, which will se~k industry investment in a fund to provide shelter
that the average worker can afford to rent or to buy. The program is
headed by William McKenna, the past chairman of the President 1s Commission
on Housing, and former deputy administrator of the Housing and Home Finance
Administration. SCAG has devised a demonstration program that will result
in the building of several hundred units. Jurisdictions that want to
participate in the program must be willing to streamline their buildingpermit
process, to expedite inspect i ans, and perhaps to revise unnecessarily
stringent building and site codes. Builders in the program will use
innovative methods to lower cost without sacrificing basic quality. I'm
sure you 1ve all experienced difficulty in attracting faculty members from
other parts of the country because of the region's housing prices.
Together we might explore faculty housing as an area of mutual concern.
Housing is just one subject area where we can benefit from closer ti.es
between the campuses and government · chambers. There are many others to
explore.
Great benefits can arise ftom increasing the interactions between the
university and the corrmunity. The phrase "town and. gown" has long been
used to differentiate, to separate. When we use that phrase in . the future,
let us remember that 11 and11 is a connective, and we all stand to profit when
we work cooperatively.
7
Just as the co 11 eges and the community benefit by working together, so do
the public and the private- sectors. After years of beinq separated from
each other, government and business have created a number of important
programs together in recent years. We are all discovering that cooperative
endeavors produce positive results, and I believe that partnerships will
continue to grow.
SCAG's Regional Advisory Council is composed of 50 private-sector and
public and special interest members who strongly influence the formulation
of SCAG plans. The Council's members are drawn from the business world,
community action groups, labor organizations, education, and charitable and
nonprofit agencies of all descriptions. They give SCAG's Executive Council
their thinking on issues affecting the region, and i~ turn they ~ake SCAG's
plans back to their groups, explaining the reasons for proposed actions and
gathering support for the plans. The Regional Advisory Council schools
itself on every issue that SCAG is involved in, and has invited representatives
of the educational community to address their sessions.
This close involvement of the private sector in regional planning programs
needs to be carried into the formal governmental process. But sometimes
government is too far distant from the individual citizen. Despite the
present federal emphasis on decentralizing government functions, many
programs that Washington has delegated to the state get stuck in
Sacramento, when they should be passed down to the level closest to the
people. Just as state functions should not be run from Washington, our
regional and local functions should not be run from Sacramento. The
8
decision-making power on regional and local issues should be exercised by
the government entities most intimately acquainted with the problems and
most accessible to the parties affected by the issues. Local governments
are most amenable to the concerns of local residents, and are the most
qualified to judge the worth and appropriateness of proposed solutions to
local problems.
Achieving the ideal of local authority requires that local governments have
a stable and guaranteed funding source, so that their work may be budgeted
for a year ahead and their operations planned in advance. SCAG's Blue
Ribbon Committee, made up of former SCAG presi~ents, is actively addressing
issues regarding change in local government structure and financing, arid it
is working on ways to bring government closer to the citizens.
I might note here that, when I was in school, political science courses
talked a lot about federal and state governments, but never really explored
the rich possibilities of local- qovernments or amalgamations of local
governments. Local government seems to be the last c 1 ass covered in the
last semester. I know firsthand that, when local governments band
together, they can accomplish miracles and wield an amazing amount of
clout. I hope your students will learn that, and I hope some of them will
come into government at the grass roots 1 eve l and he 1 p to strengthen the
local voice in state and national affairs.
9
I would like to turn now ·to the issue of infrastructure, which encompasses
all the systems that underlie our society and make it operabl_e. Probably
the most visible and obvious example is our transportation system, and it
is in trouble. It is no longer adequate for our needs, and it requires
-
repair and expansion on a scale that we cannot currently afford. Clever
and inventive strategies are desperately needed to preserve this region's
mobility, dealing not only with the highways but also with the way we use
land and emerging technologies. SCAG's Regional Transportation Plan, which
it updates every few years, is the means we use for working out the most
effective distribution of strategies and effects.
In this region, 97 percent of all trips are made by car. So we're running
into a shortage of roadway capacity -- we have too· many vehicles in too
little space. Congestion and increased air pollution are everyday facts of
life. Our increasing urban density and the inflation of costs mean that we
can make only limited additions to the system, and most of these will occur
at the fringes of our region.
It has been suggested that we do away with the private automobile. But
it's important to remember that this region was created around what I might
call 11 automobility. 11 Our region's land use pattern is dispersed because
the automobile made this pattern practical. And now that the pattern is in
place, the private auto will continue to be necessary for the region to
function.
There are a number of transportation-planning agencies in the region, and
each has many projects 6n the drawing board intended to preserve mobility.
10
Building whatever the region needs is called the 11 facilities approach. 11
But when SCAG looked very carefully at the cumulative effect of thes.e
projects on future transportation needs, they made some discouraging
discoveries: first, building and maintaining all of the projects called for
will be very costly -- over 60 billion dollars; second, even if we build
all the projects called for in the entire facilities plan, the congestion
will not be eliminated and our desired mobility goals will not be met; and
third, the projects alone won't enable the region to meet the air quality
requirements of the federal and state governments.
Let me say something about those points. First, about the costs. In the
past we I ve had some success with raising new funds for transportation.
There seems to be an encouraging recognition of the need for mobility among
legislators and among the public at large. We've benefited from tht halfcent
sales tax provided by Proposition A, from the Foran bill, and from the
increase in the federal gas tax for transportation improvements. I'm
certain that in the future, when the extent of our needs is well known,
we'll be able to find additional sources of funds to pay for essential
facilities. One example is value-capture revenues from the Metro Rail.
Orange County is currently considering a sales tax. Other possibilities
need to be explored.
Second, while it is true that new projects alone can't meet all our needs,
additional facilities are not the only way to improve our transportatfon
system. We shall also be making land use changes, so that people can work
closer to their homes and will not need to travel so much. We'll be taking
11
advantage of new technologies to change some of the modes by which we
travel, and in some cases, new technology may mean we don't have to travel
at all. We' 11 be managing the transportation system in new ways, to get
more use out of the facilities we already have; and we'll be doing some
things to manage demand, so that concentrations of traffic on the system
are reduced and the present peaks are spread over longer periods of time.
Thi rd, the fact that the new projects al one won I t so 1 ve our air quality
problem simply means we have to attack the problem on a number of fronts,
using a combination of strategies.
We're going to have to increase our use of public transit. Our long-range
goal is to double the number of trips made by mass trans.it, from three
percent to six percent. Achieving this resuTt would provide substantial
benefits, including lessening the demand on the highw~y system and
improving air quality.
We also need to increase the percentage of _commuters who rideshare. This
region has led the country in carpooling and vanpooling efforts. Commuter
Computer has done an outstanding job of encouraging and helping the public
and employers to form carpools and vanpools. New highway facilities that
>
we build can also encourage ridesharing, .through use of special lanes,
preferential treatment for high-occupancy vehicles, and other similar
features·.
We also need to encourage more homebuilding and industry in outlying
locations, and one way to facilitate this is to supply the transportation
infrastructure necessary for such development. If we do this, eventually
the newer, outermost areas of the region will exert their attractiveness to
our growing population. That's the basic strategy of the region's adopted
Development Guide. If we follow that plan, I think we'd find we could
handle 25 percent more people in this vast region without imposing an
impossible burden on our present transportation system, or on our air
basins.
A new strategy that will significantly affect people·'s travel is telecommunications.
Many people now travel to a central office to do joos ·that
could be done instead by long-distance communication, over computer
hookups. The word "telecommuting" has been coined to describe this method
of working, of going to the office over telephone wires instead of driving
there on the highway. If perhaps 12% of the workforce could do their jobs
witho_ut driving to the office, using remote word processors or teleconferencing
setups, freeway traffic would be improved, and air quality and
energy conservation would benefit.
By lessening travel, the balanced-subregion would bring us c~oser to
meeting a crucial, overriding goal: achievement of federal air quality
standards. -Some administrators recommend that this region seek exemption
from the standards, because our physical setting creates an inversion layer
that traps smog and makes our air-quality problem the most difficult to
solve in the nation. But we don't want excuses for obliterating the
natural beauty around us, or for causing health problems, when remedies are
13
possible -- even if they ca 11 for hard work and extraordinary measures.
We can attain the federal standards, but it will take time, and we will
have to reduce the pollutant emissions from mobile sources rather
drastically. Since the greatest mobile source of air pollution is the
gasoline engine, it will probably be necessary to convert a large
percentage of the region's vehicles to alternative energy sources, such as
methanol or electricity, in the future.
On that subject, 1 et me te 11 you about a new technology that can he 1 p us
meet our goals for the region: the electrified highway. It's an exciting
idea which is now being developed and tested, using cables buried beneath
the roadway to power electric vehicies. This concept is currently being
refined in Santa Barbara, and we're expecting that a demonstration project
will show that the electrified highway is feasible for the kind of driving
we do in the Southland. The first application of the electrified highway
would be in dedicated transit lanes o
Author-wise bibliometric analysis based on entropy.
No full textAuthor-wise bibliometric analysis based on entropy.</p
Author Under Sail The Imagination of Jack London, 1893-1902
No full textIn Author Under Sail, Jay Williams offers the first complete literary biography of Jack London as a professional writer engaged in the labor of writing. It examines the authorial imagination in London's work, the use of imagination in both his fiction and nonfiction, and the ways he defined imagination in the creative process in his business dealings with his publishers, editors, and agents. In this first volume of a two-volume biography, Williams traverses the years 1893 to 1902, from London's "Story of a Typhoon" to The People of the Abyss. The Jack London who emerges in the pages of Author Under Sail is a writer whose partnership with publishers, most notably his productive alliance with George Brett of Macmillan, was one of the most formative in American literary history. London pioneered many author models during the heyday of realism and naturalism, blurring the boundaries of these popular genres by focusing on absorption and theatricality and the representation of the seen and unseen. London created an impassioned, sincere, and extremely personal realism unlike that of other American writers of the time. Author Under Sail is a literary tour de force that reveals the full range of London as writer, creative citizen, and entrepreneur at the same time it sheds light on the maverick side of machine-age literature.Intro -- Title Page -- Copyright Page -- Dedication -- Contents -- Acknowledgments -- Introduction -- 1. Spirit Truth -- 2. From Absorption to Theatricality and Back Again -- 3. "I Will Build a New Present" -- 4. Sons as Authors -- 5. Fathers as Publishers -- 6. The Daughter as Author -- 7. Lovers as Authors -- 8. At Sea with the Family -- 9. Yellow News, Yellow Stories -- 10. The Return Home -- Notes -- Bibliography -- Index -- About Jay WilliamsIn Author Under Sail, Jay Williams offers the first complete literary biography of Jack London as a professional writer engaged in the labor of writing. It examines the authorial imagination in London's work, the use of imagination in both his fiction and nonfiction, and the ways he defined imagination in the creative process in his business dealings with his publishers, editors, and agents. In this first volume of a two-volume biography, Williams traverses the years 1893 to 1902, from London's "Story of a Typhoon" to The People of the Abyss. The Jack London who emerges in the pages of Author Under Sail is a writer whose partnership with publishers, most notably his productive alliance with George Brett of Macmillan, was one of the most formative in American literary history. London pioneered many author models during the heyday of realism and naturalism, blurring the boundaries of these popular genres by focusing on absorption and theatricality and the representation of the seen and unseen. London created an impassioned, sincere, and extremely personal realism unlike that of other American writers of the time. Author Under Sail is a literary tour de force that reveals the full range of London as writer, creative citizen, and entrepreneur at the same time it sheds light on the maverick side of machine-age literature.Description based on publisher supplied metadata and other sources.Electronic reproduction. Ann Arbor, Michigan : ProQuest Ebook Central, YYYY. Available via World Wide Web. Access may be limited to ProQuest Ebook Central affiliated libraries
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