Who is my Neighbor?: Framing Atlanta\u27s Movement to End Homelessness, 1900-2005

This study examines framing strategies employed by the social movement responding to homelessness in Atlanta, Georgia over the course of the 20th century. Drawing on archival records, media accounts and interviews with religious, business and government leaders, this longitudinal case study documents the varied casts of individuals and groups responding to the visible poor on the streets of the city. At the forefront of this project were religious groups serving variously as agents of social control or prophets calling for justice. Social movement framing theory, supplemented by resource mobilization and political opportunity theories, are applied to analyze movement processes. Framing theory provides an explanation for the coordination of collective action in social movements. However, the processes by which movements develop, contest and subsequently transform frames have received little scholarly attention and remain central questions for framing theory. This study addresses these questions. Analytically, I consider the movement in two waves: 1) an early movement dating from 1900 to 1970 and, 2) a modern movement covering the years from 1975 to 2005. In each period movement leaders adopted diagnostic, prognostic and motivational frames to organize and direct their actions. In the first wave, the Salvation Army and Union Mission drew on frames of sin and redemption to develop specialized, separate institutions and programs for the visible poor. The second wave of the movement developed its framing by incorporating elements from the civil rights movement, liberation theology and the Catholic Worker traditions. Religious leaders developed a church based, volunteer run shelter system providing free emergency night shelter to homeless persons. Freezing deaths on the streets of the city in 1981 led to rapid diffusion of church-based sheltering and adoption of a crisis/disaster frame. Central to these developments was a core group of religious leaders bringing a variety of personal experiences and visions to sheltering. The experience of sheltering and the confrontations with downtown business and political leaders fostered the development of frames with greater complexity and highlighted internal contradictions in the movement. New frames explaining homelessness variously emphasized either structural (injustice) or individual (disability) factors leading to framing conflicts within the movement

Examining the Efficacy of using IRT as an NDE method for CFRP and ZTCFRP Composites

A film adhesive is commonly used to form the bond-line between composite parts. The bond-line\u27s quality and performance can be affected by defects such as voids, impurities, and agglomerations. Identifying these defects is possible with non-destructive evaluation testing (NDE). In this thesis, the joule-heating effect (JH) through carbon nanofiber (CNF) and carbon nanotube (CNT) modified film adhesive bonded to control carbon fiber reinforced polymer (CCFRP) was used along with infrared thermography testing (IRT) for bond-line defect inspection as a preliminary study. Due to the difference in the electrical conductivity between the modified epoxy and the defect, JH can cause a difference in temperature that can be viewed by IRT. The percentage of carbon nanofiller in a film adhesive is related to its electrical conductivity. A three-dimensional (3D) printed acrylonitrile butadiene (ABS) equilateral triangle defect was used. A more in-depth investigation was conducted to determine how both the number of plies and z-threaded carbon fiber reinforced polymer (ZTCFRP) can influence the defect image. Flash thermography (F-IRT) was used to provide a comparison against this NDE method

Economic threshold studies of the boll weevil (Anthonomus grandis) in West Tennessee

Experiments were carried out at Ames Plantation, Grand Junction, Tennessee, and Milan Field Station, Milan, Tennessee, during the cotton growing seasons of 1975 and 1976 to better define the economic threshold level of the boll weevil, Anthonomus grandis (Boheman). Chemical con-trol efforts were begun at levels of 10, 20, and 30 percent fruit infestation. Boll weevil activity was monitored and recorded throughout the growing seasons. Experiments were set up in a randomized complete block design with varying replications depending upon the location of the test. The Milan test in 1975 showed a high negative correlation between levels of boll weevil infestation at initiation of chemical treatment and yield of seed cotton. The test indicated that, with a base yield of 20.595 cwt. per acre, every unit (percent) increase in boll weevil damage there was a decrease in production of .2151 cwt. per acre. Three tests showed no significance between the yield of seed cotton per acre and percent boll weevil damage at the initial chemical application in plots sprayed at lower damage levels as compared to plots sprayed at higher damage levels

The Virginia Executive Budget

Virginia, like the other states in our union, was without any set form of budget during its first century of existence. This was partly because there was no definite need for any governmental reform in this area until the twentieth century brought about an expansion of the powers and responsibilities of governments. The states relied on the general property tax for the bulk of their revenue and its return was relatively certain and constant. It enabled a legislature to accurately judge its yield and match this yield to what was needed by an easy adaptation of the rate of taxation. Since the general property tax was so easy to deal with, the need for a budget or dependence upon the financial officers of the state was not felt. In fact the very idea of taking the appropriation decision from the legislature was frowned upon. The revolution had left a distrust of the executive in all things relating to financial matters

Traction Drives for Zero Stick-Slip Robots, and Reaction Free, Momentum Balanced Systems

Two differential (dual input, single output) drives (a roller-gear and a pure roller), and a momentum balanced (single input, dual output) drive (pure roller ) were designed, fabricated, and tested. The differential drives are each rated at 295 rad/sec (2800 rpm) input speed, 450 N-m (4,000 in-lbf) output torque. The momentum balanced drive is rated at 302 rad/sec (2880 rpm) input speed, and dual output torques of 434N-m (3840 in-lbf). The Dual Input Differential Roller-Gear Drive (DC-700) has a planetary roller-gear system with a reduction ratio (one input driving the output with the second input fixed) of 29.23: 1. The Dual Input Differential Roller Drive (DC-500) has a planetary roller system with a reduction ratio of approximately 24:1. Each of the differential drives features dual roller-gear or roller arrangements consisting of a sun, four first row planets, four second row planets, and a ring. The Momentum Balanced (Grounded Ring) Drive (DC-400) has a planetary roller system with a reduction ratio of 24:1 with both outputs counterrotating at equal speed. Its single roller cluster consists of a sun, five first and five second row planets, a roller cage or spider and a ring. Outputs are taken from both the roller cage and the ring which counterrotate. Test results reported for all three drives include angular and torque ripple (linearity and cogging), viscous and Coulomb friction, and forward and reverse power efficiency. Of the two differential drives, the Differential Roller Drive had better linearity and less cogging than did the Differential Roller-Gear Drive, but it had higher friction and lower efficiency (particularly at low power throughput levels). Use of full preloading rather than a variable preload system in the Differential Roller Drive assessed a heavy penalty in part load efficiency. Maximum measured efficiency (ratio of power out to power in) was 95% for the Differential Roller-Gear Drive and 86% for the Differential Roller Drive. The Momentum Balanced (Grounded Ring) Drive performed as expected kinematically. Reduction r-atios to the two counterrotating outputs (design nominal=24:1) were measured to be 23.98:1 and 24.12:1 at zero load.. At 25ONm (2200 in-lbf) output torque the ratio changed 2% due to roller creep. This drive was the smoothest of all three as determined from linearity and cogging tests, and maximum measured efficiency (ratio of power out to power in) was 95%. The disadvantages of full preloading as comvared to variable preload were apparent in this drive as in the Differential Roller Drive. Efficiencies at part load were low, but improved dramatically with increases in torque. These were consistent with friction measurements which indicated losses primarily from Coulomb friction. The initial preload level setting was low so roller slip was encountered at higher torques during testing

μ\mu--PhotoZ: Photometric Redshifts by Inverting the Tolman Surface Brightness Test

Surface brightness is a fundamental observational parameter of galaxies. We show, for the first time in detail, how it can be used to obtain photometric redshifts for galaxies, the $\mu$-PhotoZ method. We demonstrate that the Tolman surface brightness relation, $\mu \propto (1+z)^{-4}$, is a powerful tool for determining galaxy redshifts from photometric data. We develop a model using $\mu$ and a color percentile (ranking) measure to demonstrate the $\mu$-PhotoZ method. We apply our method to a set of galaxies from the SHELS survey, and demonstrate that the photometric redshift accuracy achieved using the surface brightness method alone is comparable with the best color-based methods. We show that the $\mu$-PhotoZ method is very effective in determining the redshift for red galaxies using only two photometric bands. We discuss the properties of the small, skewed, non-gaussian component of the error distribution. We calibrate $\mu_r, (r-i)$ from the SDSS to redshift, and tabulate the result, providing a simple, but accurate look up table to estimate the redshift of distant red galaxies.Comment: Accepted for publication in the Astronomical Journa

Assessing Micro-Scale Carbon Dioxide (CO2) Emission on UK Road Networks using a Coupled Traffic Simulation and Vehicle Emission Model

With an increasing divergence between test certified vehicle emission and on-road vehicle emission, the accurate appraisal of real-world vehicle emission has arguably never been more important. This research advances the development, calibration and validation of a coupled traffic micro-simulation and instantaneous emission model. A portable emission measurement system (PEMS) data set was used to quantify the real-world CO2 emission of a passenger car through an urban traffic network, in Leeds (UK), over the diurnal range of traffic flow conditions. Utilising these data, analysis was conducted to assess the accuracy of CO2 micro-scale emission estimates by four emissions models; the Emissions Factors Toolkit (EFT), the Handbook Emission Factors for Road Transport (HBEFA); the Motor Vehicle Emission Simulator (MOVES); and the Passenger car and Heavy duty Emission Model (PHEM). The results demonstrated the strength of power based models over average speed based methods. The study identified the influence that road grade can have on the micro-scale modelling of exhaust CO2 emission and developed a novel methodology to incorporate grade into the modelling. A coupled traffic simulation and instantaneous emission model was developed for the study area, using the simulation tool AIMSUN and the emission model PHEM. The model was separately calibrated and validated for five time periods. Parameters within the coupled model, such as the vehicle fleet and vehicle dynamics were customised for the specific study area and time period. The research demonstrated the ability of the AIMSUN-PHEM model to deliver an accurate appraisal of on-road CO2 emission for each time period and its capacity to generate a range of emission factors from those of a single vehicle to those of the entire fleet. This work confirms that a properly calibrated traffic simulation emission model can provide an effective method for conducting high resolution analysis of vehicle emission in a network