Understanding Online Game Players' Post-adoption Behavior: an Investigation of Social Network Games in China

Retaining players and re-attracting switching players has long been a central topic for SNG providers with regard to the post-adoption stage of playing an online game. However, there has not been much research which has explored players’ post-adoption behavior by incorporating the continuance intention and the switching intention. In addition, traditional IS continuance theories were mainly developed to investigate users’ continued use of utilitarian IS, and thus they may fall short when trying to explain the continued use of hedonic IS. Furthermore, compared to the richer literature on IS continuance, far too little attention has been paid to IS switching, leading to a dearth of knowledge on the subject, despite the increased incidence of the switching phenomenon in the IS field. By addressing the limitations of prior literature, this study seeks to examine the determinants of SNG players’ two different post-adoption behaviors, including the continuance intention and the switching intention. This study takes a positivist approach and uses survey research method to test five proposed research models based on Unified Theory of Acceptance and Use of Technology 2; Use and Gratification Theory; Push-Pull-Mooring model; Cognitive Dissonance Theory; and a self-developed model respectively with empirical data collected from the SNG players of one of the biggest SNG providers in China. A total of 3919 valid responses and 541 valid responses were used to examine the continuance intention and the switching intention, respectively. SEM is utilized as the data analysis method. The proposed research models are supported by the empirical data. The continuance intention is determined by enjoyment, fantasy, escapism, social interaction, social presence, social influence, achievement and habit. The switching intention is determined by enjoyment, satisfaction, subjective norms, descriptive norms, alternative attractiveness, the need for variety, change experience, and adaptation cost. This study contributes to IS theories in three important ways. Firstly, it shows IS switching should be included in IS post-adoption research together with IS continuance. Secondly, a modern IS is usually multi-functional and SNG players have multiple reasons for using a SNG, thus a player’s beliefs about the hedonic, social and utilitarian perceptions of their continued use of the SNG exert significant effects on the continuance intention. Thirdly, the determinants of the switch ing intention mainly exert push, pull, and mooring effects. Players’ beliefs about their current SNG and the available alternatives, as well as their individual characteristics are all significant determinants of the switching intention. SNG players combine these effects in order to formulate the switching intention. Finally, this study presents limitations and suggestions for future research.

The roles and tasks of salespeople in Software-as-a-Service company's value-based sales process

Recent research in relationships marketing and sales and sales management emphasizes companies’ ability to create customer value as a core of all business-to-business relationships. The role of individual salespeople in business relation-ships is commonly acknowledged, but has been largely neglected in extant literature. This study offers especially more detailed perspective on salespeople’s roles and tasks in business-to-business value-based sales process. It focuses especially on Software-as-a-Service business environment. The objective of the study is to find out how salespeople can create value in Software-as-a-Service value-based sales process. It determines value-based sales process, salespeople’s roles and tasks in it, and combines value assessment in to process. The results indicate that salespeople have to adapt different selling roles and tasks in Software-as-a-Service value-based sales process to be able to support the customer’s value-in-use experience. The process itself is highly complex, consisting of multiple facets and selling behaviors, and involves relevant actors from both parties of relationship. The study concludes with a discussion of possibilities that provide interesting aspects for future research.

At a special session of the General Assembly of the State of Connecticut, held at Hartford, on the twenty third day of February, A.D. 1809 ... An address of the General Assembly, to the people of Connecticut. --

Caption title.

Office of the City Clerk, St. Catharines Records, 1928-1974, n.d.

The site of present-day St. Catharines was settled by 3000 United Empire Loyalists at the end of the 18th century. From 1790, the settlement (then known as "The Twelve") grew as an agricultural community. St. Catharines was once referred to Shipman's Corners after Paul Shipman, owner of a tavern that was an important stagecoach transfer point. In 1815, leading businessman William Hamilton Merritt abandoned his wharf at Queenston and set up another at Shipman's Corners. He became involved in the construction and operation of several lumber and gristmills along Twelve Mile Creek. Shipman's Corners soon became the principal milling site of the eastern Niagara Peninsula. At about the same time, Merritt began to develop the salt springs that were discovered along the river which subsequently gave the village a reputation as a health resort. By this time St. Catharines was the official name of the village; the origin of the name remains obscure, but is thought to be named after Catharine Askin Robertson Hamilton, wife of the Hon. Robert Hamilton, a prominent businessman. Merritt devised a canal scheme from Lake Erie to Lake Ontario that would provide a more reliable water supply for the mills while at the same time function as a canal. He formed the Welland Canal Company, and construction took place from 1824 to 1829. The canal and the mills made St. Catharines the most important industrial centre in Niagara. By 1845, St. Catharines was incorporated as a town, with the town limits extending in 1854. Administrative and political functions were added to St. Catharines in 1862 when it became the county seat of Lincoln. In 1871, construction began on the third Welland Canal, which attracted additional population to the town. As a consequence of continual growth, the town limits were again extended. St. Catharines attained city status in 1876 with its larger population and area. Manufacturing became increasingly important in St. Catharines in the early 1900s with the abundance of hydro-electric power, and its location on important land and water routes. The large increase in population after the 1900s was mainly due to the continued industrialization and urbanization of the northern part of the city and the related expansion of business activity. The fourth Welland Canal was opened in 1932 as the third canal could no longer accommodate the larger ships. The post war years and the automobile brought great change to the urban form of St. Catharines. St. Catharines began to spread its boundaries in all directions with land being added five times during the 1950s. The Town of Merritton, Village of Port Dalhousie and Grantham Township were all incorporated as part of St. Catharines in 1961. In 1970 the Province of Ontario implemented a regional approach to deal with such issues as planning, pollution, transportation and services. As a result, Louth Township on the west side of the city was amalgamated, extending the city's boundary to Fifteen Mile Creek. With its current population of 131,989, St. Catharines has become the dominant centre of the Niagara region. Source: City of St. Catharines website http://www.stcatharines.ca/en/governin/HistoryOfTheCity.asp (January 27, 2011)

Welland Canal Survey of Lands Company Land in Dunnville, 1834

Survey map and description of the land belonging to the Welland Canal Company at Dunnville. Created by The Welland Canal Company. Included is a written description of the land along with a drawing of the land. There are two seperate surveys done for the lands: Survey #1 (Pp. 148-149) noteable features include; the Grand River, the original boundry of the Grand River, marsh overflow, marsh, feeder river, bridge, Broad street, Lock street, Main street, embankment, dam (600 ft.), lines between lots, reserve for the ships yard, reserve for lock and dry dock, lands occupied by the canal and towpath to guard gate. The land totals 9 acres, and 3 roads, including the street. Survey #2 (Pp. 150-151) completed by George Keefer noteable features include; embankment, marsh overflow, original channel of the Grand River, salt spring, bridges, wier, proposed waste wier, Van Riper's home, proposed bridge, sulphur spring, road, Sulphur Creek, division between lots 12-17. The land totals 27 acres, and 2 perches. Surveyors notes can be seen in pencil and red ink on the survey.See also Pp. 148-151

Naval Occurrences of the Late War Between Great Britain and the United States of America- 1817

Full title is "A Full and Correct Account of the Chief Naval Occurrences of the Late War Between Great Britain and the United States of America; preceded by a Cursory Examination of the American Accounts of their Naval Actions Fought Previous to that Period: to Which is Added an Appendix; with Plates" This is an expanded version of author William James' pamphlet "An Inquiry into the Merits of the Principal Naval Actions between Great Britain and the United States." (Halifax, Nova Scotia, 1816) In this work he discussed how American ships, during the War of 1812, were larger and more heavily armed and manned than those of the British. He therefore, stated that American victories were due only to their greater numerical force and not their superior seamanship. Naval Occurrences is a thorough documentation of the naval operations from the British perspective that addresses contradictions and inconsistencies within the American official documents as well as political and media accounts. This is perhaps his motivation for the words "Corrected Account" within the title. James' sentiments towards the US most likely sprouted from being held prisoner while visiting in 1812. (He was falsely accused of being a renegade seeking revenge on the US.) In 1813, he escaped to Halifax where he began writing on various naval topics. James became one of the leading authorities on British Naval History.

James Monroe letter of marque, ca. 1812

James Monroe (1758-1831) was appointed Secretary of State by President James Madison in 1811. He remained in this position until March, 1817, with the exception of the period from October 1, 1814, to February 28, 1815, when he was ad interim Secretary of State. Monroe encouraged President James Madison and Congress to declare war on Great Britain, feeling it would be the most effective way to change offensive British policies. The United States declared war on June 17, 1812, after which he served as Secretary of War. Monroe later became President of the United States from 1817 until 1824.

James Monroe letter of marque, ca. 1812

A letter of marque addressed to Captain James Rogers, commander of the boat Retaliation, and signed by James Monroe, secretary of state. Letters of marquee provided legal authority for an armed vessel to capture enemy ships and commit acts which would otherwise constitute piracy. The letter has no date, but was likely created during the War of 1812, and authorizes the Captain to attack and capture enemy vessels.

Study of baleen whales’ ecology and interaction with maritime traffic activities to support management of a complex socio-ecological system

Thesis written in co-mentorship with Robert Michaud.

Finite Element Analysis of Warship Structures

Warships are generally sleek, slender with V shaped sections and block coefficient below 0.5, compared to fuller forms and higher values for commercial ships. They normally operate in the higher Froude number regime, and the hydrodynamic design is primarily aimed at achieving higher speeds with the minimum power. Therefore the structural design and analysis methods are different from those for commercial ships. Certain design guidelines have been given in documents like Naval Engineering Standards and one of the new developments in this regard is the introduction of classification society rules for the design of warships.The marine environment imposes subjective and objective uncertainties on ship structure. The uncertainties in loads, material properties etc.,. make reliable predictions of ship structural response a difficult task. Strength, stiffness and durability criteria for warship structures can be established by investigations on elastic analysis, ultimate strength analysis and reliability analysis. For analysis of complicated warship structures, special means and valid approximations are required.Preliminary structural design of a frigate size ship has been carried out . A finite element model of the hold model, representative of the complexities in the geometric configuration has been created using the finite element software NISA. Two other models representing the geometry to a limited extent also have been created —- one with two transverse frames and the attached plating alongwith the longitudinal members and the other representing the plating and longitudinal stiffeners between two transverse frames. Linear static analysis of the three models have been carried out and each one with three different boundary conditions. The structural responses have been checked for deflections and stresses against the permissible values. The structure has been found adequate in all the cases. The stresses and deflections predicted by the frame model are comparable with those of the hold model. But no such comparison has been realized for the interstiffener plating model with the other two models.Progressive collapse analyses of the models have been conducted for the three boundary conditions, considering geometric nonlinearity and then combined geometric and material nonlinearity for the hold and the frame models. von Mises — lllyushin yield criteria with elastic-perfectly plastic stress-strain curve has been chosen. ln each case, P-Delta curves have been generated and the ultimate load causing failure (ultimate load factor) has been identified as a multiple of the design load specified by NES.Reliability analysis of the hull module under combined geometric and material nonlinearities have been conducted. The Young's Modulus and the shell thickness have been chosen as the variables. Randomly generated values have been used in the analysis. First Order Second Moment has been used to predict the reliability index and thereafter, the probability of failure. The values have been compared against standard values published in literature.

Ecotoxicological Assessment of Antifouling Biocides in the Sediments of Cochin Estuarine System

The pollutants discharged into the estuaries are originate from two main sources-industrial and sewage. The former may be toxic which includes heavy metals, residues from antifouling paint particles and pesticides, while large discharges of sewage will contain pathogenic microorganisms. The contamination is enough to destroy the amenities of the waterfront, and the toxic substances may completely destroy the marine life and damage to birds, fishes and other marine organisms. Antifouling biocides are a type of chemical used in marine structure to prevent biofouling. These antifouling biocides gradually leach from the ships and other marine structures into water and finally settled in sediments. Once a saturation adsorption is reached they desorbed into overlying water and causes threat to marine organisms. Previous reports explained the imposex and shell thickening in bivalves owing to the effect of biocides. So bivalves are used as indicator organisms to understand the status of pollution. The nervous system is one of the best body part to understand the effect of toxicant. Acetylcholine esterase enzyme which is the main neurotransmitter in nervous was used to understand the effect of pollutants. Present study uses Acetylcholine esterase enzyme as pollution monitoring indicator

Strength Predictions of Hat Stiffened Plate

Hat Stiffened Plates are used in composite ships and are gaining popularity in metallic ship construction due to its high strength-to-weight ratio. Light weight structures will result in greater payload, higher speeds, reduced fuel consumption and environmental emissions. Numerical Investigations have been carried out using the commercial Finite Element software ANSYS 12 to substantiate the high strength-to-weight ratio of Hat Stiffened Plates over other open section stiffeners which are commonly used in ship building. Analysis of stiffened plate has always been a matter of concern for the structural engineers since it has been rather difficult to quantify the actual load sharing between stiffeners and plating. Finite Element Method has been accepted as an efficient tool for the analysis of stiffened plated structure. Best results using the Finite Element Method for the analysis of thin plated structures are obtained when both the stiffeners and the plate are modeled using thin plate elements having six degrees of freedom per node. However, one serious problem encountered with this design and analysis process is that the generation of the finite element models for a complex configuration is time consuming and laborious. In order to overcome these difficulties two different methods viz., Orthotropic Plate Model and Superelement for Hat Stiffened Plate have been suggested in the present work. In the Orthotropic Plate Model geometric orthotropy is converted to material orthotropy i.e., the stiffeners are smeared and they vanish from the field of analysis and the structure can be analysed using any commercial Finite Element software which has orthotropic elements in its element library. The Orthotropic Plate Model developed has predicted deflection, stress and linear buckling load with sufficiently good accuracy in the case of all four edges simply supported boundary condition. Whereas, in the case of two edges fixed and other two edges simply supported boundary condition even though the stress has been predicted with good accuracy there has been large variation in the deflection predicted. This variation in the deflection predicted is because, for the Orthotropic Plate Model the rigidity is uniform throughout the plate whereas in the actual Hat Stiffened Plate the rigidity along the line of attachment of the stiffeners to the plate is large as compared to the unsupported portion of the plate. The Superelement technique is a method of treating a portion of the structure as if it were a single element even though it is made up of many individual elements. The Superelement has predicted the deflection and in-plane stress of Hat Stiffened Plate with sufficiently good accuracy for different boundary conditions. Formulation of Superelement for composite Hat Stiffened Plate has also been presented in the thesis. The capability of Orthotropic Plate Model and Superelement to handle typical boundary conditions and characteristic loads in a ship structure has been demonstrated through numerical investigations.

Sailing through stone. Carved ships and the rockface at Revheim, southwest Norway

The relationship between rock art and the material qualities of the rock surface on which it is executed is investigated. The case study of Revheim, Rogaland, Southwest Norway, is the starting-point for a discussion on the way in which the contours of the rock, quartz outcrops and the flow of water across the rock surface affect the placement of images on the rock. It is argued that a fuller examination of the interrelationship between rock and rock art provides a more coherent interpretation of rock art images.

Impact of hydrographic data assimilation on the modelled Atlantic meridional overturning circulation

Here we make an initial step toward the development of an ocean assimilation system that can constrain the modelled Atlantic Meridional Overturning Circulation (AMOC) to support climate predictions. A detailed comparison is presented of 1° and 1/4° resolution global model simulations with and without sequential data assimilation, to the observations and transport estimates from the RAPID mooring array across 26.5° N in the Atlantic. Comparisons of modelled water properties with the observations from the merged RAPID boundary arrays demonstrate the ability of in situ data assimilation to accurately constrain the east-west density gradient between these mooring arrays. However, the presence of an unconstrained "western boundary wedge" between Abaco Island and the RAPID mooring site WB2 (16 km offshore) leads to the intensification of an erroneous southwards flow in this region when in situ data are assimilated. The result is an overly intense southward upper mid-ocean transport (0–1100 m) as compared to the estimates derived from the RAPID array. Correction of upper layer zonal density gradients is found to compensate mostly for a weak subtropical gyre circulation in the free model run (i.e. with no assimilation). Despite the important changes to the density structure and transports in the upper layer imposed by the assimilation, very little change is found in the amplitude and sub-seasonal variability of the AMOC. This shows that assimilation of upper layer density information projects mainly on the gyre circulation with little effect on the AMOC at 26° N due to the absence of corrections to density gradients below 2000 m (the maximum depth of Argo). The sensitivity to initial conditions was explored through two additional experiments using a climatological initial condition. These experiments showed that the weak bias in gyre intensity in the control simulation (without data assimilation) develops over a period of about 6 months, but does so independently from the overturning, with no change to the AMOC. However, differences in the properties and volume transport of North Atlantic Deep Water (NADW) persisted throughout the 3 year simulations resulting in a difference of 3 Sv in AMOC intensity. The persistence of these dense water anomalies and their influence on the AMOC is promising for the development of decadal forecasting capabilities. The results suggest that the deeper waters must be accurately reproduced in order to constrain the AMOC.

Comparison between observations and models of the Mozambique Channel transport: Seasonal cycle and eddy frequencies

A time series of the observed transport through an array of moorings across the Mozambique Channel is compared with that of six model runs with ocean general circulation models. In the observations, the seasonal cycle cannot be distinguished from red noise, while this cycle is dominant in the transport of the numerical models. It is found, however, that the seasonal cycles of the observations and numerical models are similar in strength and phase. These cycles have an amplitude of 5 Sv and a maximum in September, and can be explained by the yearly variation of the wind forcing. The seasonal cycle in the models is dominant because the spectral density at other frequencies is underrepresented. Main deviations from the observations are found at depths shallower than 1500 m and in the 5/y–6/y frequency range. Nevertheless, the structure of eddies in the models is close to the observed eddy structure. The discrepancy is found to be related to the formation mechanism and the formation position of the eddies. In the observations, eddies are frequently formed from an overshooting current near the mooring section, as proposed by Ridderinkhof and de Ruijter (2003) and Harlander et al. (2009). This causes an alternation of events at the mooring section, varying between a strong southward current, and the formation and passing of an eddy. This results in a large variation of transport in the frequency range of 5/y–6/y. In the models, the eddies are formed further north and propagate through the section. No alternation similar to the observations is observed, resulting in a more constant transport.