Now more than ever, speech clinicians are being required to justify the effectiveness of their work by showing results. There are different ways to measure outcomes. For example, outcomes may be measured by testing to determine if change has occurred regarding clinical goals, or by comparing the cost of the treatment to the benefit of the treatment to determine if the treatment was economically sound. Another type of measure is subjective outcomes, such as client satisfaction. Subjective outcomes are difficult to define and measure and few studies of this type have been reported in the literature. Because clinical outcome is dependent, at least to some extent, on client satisfaction (Williams, 1994), and because few studies have been reported in the literature regarding client satisfaction with speech and language services, this area became the focus of the current study. This study sought to answer the following questions: (a) Did the parents think their child benefrtted from the articulation intervention services received at the clinic? and (b) What were parents' attitudes regarding the clinical atmosphere and staff? The Consumer Satisfaction Measure of the American SpeechLanguage- Hearing Association (ASHA) was used in this study because it is broad in scope and contains statements relating to the research questions of the current study. Answers to the research questions were derived from the responses to the survey that was mailed to the parents of 86 children who had received articulation services from the PSU Speech and Hearing Clinic. Ninety-five percent of the parental responses regarding whether parents felt that their children benefited from services obtained at the PSU Speech and Hearing Clinic were positive, indicating that parents were satisfied with the services received. Ninety-one percent of the parental responses regarding parent's attitudes toward the clinical atmosphere and staff were positive. It appears that parents hold favorable views regarding the clinical atmosphere and staff and that they were satisfied with the services their children received at the PSU Speech and Hearing Clinic.

This study investigated the effects of selfesteem, controllability, and optimism, the constructs inherent in positive illusions, on perceived racism. The perceived racism scale in this study was found to contain two dimensions, Equal Opportunity (EO) racism and Authority (AUT) racism. Thirty-seven AfricanAmerican, 64 Asian-American and 100 White-American students at Portland States University {101 females, 100 males and mean age of 25 years) served as subjects. The findings revealed that both African- and AsianAmerican students perceived a racist atmosphere from peer students {EO racism) significantly higher than did the White-American students. However, only AfricanAmerican students perceived greater racism from faculty members (AUT racism) than the White-American students. None of the illusions had an effect on perceived EO racism. However, all types of illusions (self-esteem, controllability and optimism) had a significant effect on perceived racism from faculty members {AUT racism). Higher perception of AUT racism was correlated with less self-esteem(~= -.089, R = .12), less controllability(~= -.319, R < .001), and less optimism (~ = -.144, R = .03). The results of this study support empirical evidence showing that the illusions, especially controllability, change individuals in how they perceive racism when the racism is practiced by authorities.

American urban neighborhoods are a patchwork; the spatial arrangement of types is a reflection of the dominant transportation technology at the time of their development. The earliest suburban areas were made accessible by fixed route systems such as the electric streetcar, followed by the widespread adoption of the automobile; each transportation epoch resulted in characteristic patterns of land use. This study uses aerial photographic coverage of Portland, Oregon from the years 1925, 1936, and 1945, a time of decline for the once popular trolley lines and dramatic increase in automobile usage, to monitor change within the residential areas of Portland's east side over a twenty year period. Classic economic models of the time acknowledged transportation as a force shaping the city; modem ideas in urban planning such as Traditional Neighborhood Design and Transit Oriented Development look to pre-automobile urban form as a means to reduce automobile use and its negative implications. This study uses variables of housing density and street connectivity derived from the aerial photography; the measured values of these variables are then considered for their spatial and temporal distribution using statistical comparisons. The results are compared to ideas within the urban models and current thinking about urban morphology. While generally consistent with the expected patterns, deviations and differences between the two variables are considered for their implications. Models offer a simplified version of the growth of American cities, considering only a few of the many aspects of a dynamic environment. By isolating on these variables of density and connectivity, a greater understanding of their role in arriving at the modem residential urban environment may be reached, and this understanding can add to the discourse in current planning debates.

The goal of the thesis was to make available a reference for the beginning appreciation of stained glass windows. It was designed for the person who has no prior experience in stained glass, and therefore the information is kept general and non-technical. A short history of stained glass is contained within the first section, and the second section is a self-guided tour of stained glass in West Portland. The historical information was pieced together from the library resources of Portland State University. The subject itself is difficult, as extensive reference material and primary sources are simply not available. The second section was designed specifically for the Portland resident. Seven churches and a synagogue were selected within walking distance of one another. A map is included, and the reader is urged to take this self-guided tour. The data was gathered from church records, newspaper articles, the Oregon Historical Society, professional glass craftsmen and signatures on the windows. After extensive research, it is discouraging to note that almost no information on Portland stained glass is available. This is attributed in part to the attitude of many of the relative unimportance of stained glass, and the habit of church records and newspaper accounts to limit their reports to personalities rather than facts. Since the basic theme of the thesis deals with a visual art, it was necessary to relate as much visual information as possible. Twenty-five photographs were chosen from reference books, the British Museum, the Oregon Historical Society and private collections. Calligraphy, maps and drawings are also included. The thesis is limited in scope and written primarily for Portland residents and visitors. It is an introduction which presents no conclusions. It is a beginning reference for those who have just begun to take notice of stained glass.

This is a study of Yellow Brick Road a paraprofessional volunteer training and group counseling program. The study was designed to help determine whether or not the program was meeting its own goals which are stated as: 1) to offer clients an experience which not only helps them to effect change in their lives, but to maintain those changes through healthy time-restructuring within a supportive environment; 2) to demonstrate that volunteers who are undergoing intensive training can provide quality counseling and other services; 3) to create a community environment supportive of healthy change. Toward evaluating these broadly stated goals, this study will specifically look at these factors: 1) client satisfaction, 2) internal program consistency, 3) activity group validity, that is, whether or not activity groups contribute to the change process.

Portland's Southeast Hawthorne Boulevard illustrates commercial gentrification in progress. Once a declining service district, "Hawthorne" is now one of the city's most popular shopping streets. Tracing and classifying businesses, using address listings from city directories, gives an accurate picture of changes since 1980. Three parallel trends can be distinguished in the makeup of the business mix: a shift from services to retailing; a move towards a regional, rather than a neighborhood, market area; and a cultural upgrading associated with the influx of increasingly expensive stores. Classification also aids in the definition of a tipping point at which revitalization became gentrification. The actions of individual entrepreneurs in the revitalization process were complemented by the Hawthorne business association's participation in the Main Street program, a national project to improve declining retail districts. The program helped the Hawthorne district become more successful by encouraging physical improvements, special promotions and greater communication among merchants. Hawthorne has experienced dramatic increases in the numbers of restaurants, gifts shops and clothing stores, and a decline in convenience and household goods. Its changing role and evolving image exemplify the national trend towards specialized, recreational retailing. The district has retained its longstanding reputation as a focus for used books and stereo equipment and, in spite of becoming a regional magnet, still reflects the character of its surrounding neighborhoods. The commercial was accompanied by a shift in business orientation. The conspicuous consumption and high prices usually associated with gentrification are moderated by a large number of stores that advocate "political correctness" and promote recycling. Hawthorne is typified by the presence of alternative subcultural groups such as bohemians and gays. The district's continued accessibility to poorer sectors of society is apparent in the large number of stores se11ing secondhand goods. Coincident with its bohemian image, many stores have a strong feminist slant. Hawthorne as a whole serves as a focus for Portland's lesbian community. Hawthorne's multi-faceted image is created by the stores and their advertising, and by planned ventures of the business association. The well-educated, low-income, female-focused nature of many stores reflect the character of neighborhood while drawing like-minded people from all over the city. Hawthorne's neighborhoods have a lower rate of owner occupancy, more non-family households, and a higher percentage of women than the city as a whole. The five census tracts adjacent to Hawthorne have above average education levels but lower household incomes than the city median. The significance of gentrification lies in it being a manifestation of broader changes affecting society as a whole. Changes in gender divisions, the break-down of the traditional household, the evolution of lifestyle-based neighborhoods, and the increasing appeal of diverse central city neighborhoods are all creating new places and new forms of consumption. The Hawthorne district is an effective example of successful commercial revitalization and the creation of a gender-based commercial landscape.

Although Portland, Oregon is widely regarded as a "bike friendly" city, its bike equity remains in question. This thesis explores the barriers to biking that women and people of color face in Portland. This research uses feminist geography scholarship to understand how cycling spaces are unequal for marginalized cyclists. Using data from 28 in-depth, semi-structured interviews with infrequent and marginalized cyclists, I found that gender and race inequalities shape their barriers to biking. A hegemonic white, elite, and masculine bike culture controls the domination of cycling spaces. Women's gendered spatial inequalities are shaped by their childrearing demands, geography of fear, and street harassment. Cyclists of color experience a fear of public space due to racial profiling and police violence, and racial spatial inequalities are shaped by Portland's historic and racist city planning that gentrifies and displaces residents of color. Furthermore, intersectional inequalities of gender, race, and class, emerge and illustrate how cycling spaces are built to be unequal. These findings suggest that spatial inequalities in the urban landscape are pervasive in multiple spaces such as bike lanes, and that more research and policy is needed to increase ridership among women and people of color.

This thesis examines a series of controversies in Portland, Oregon during the 1950s triggered by the placement of modem art in strategic public locations. This study examines the controversy surrounding the installation of Louis Bunce's mural at the Portland International Airport and the series of modern art controversies that followed the mural incident.

The negative consequences of sprawling metropolitan regions have attracted attention in both academia and in practice regarding how to better design settlements and alter travel behavior in a quest to curtail vehicle emissions. Studies that have attempted to understand the nexus between land use, travel and vehicle emissions have not been able to address the issue of self-selection in a satisfactory manner. Self-selection occurs when households choose their residential location based, in part, on expected travel behavior. This non-random experience makes the use of traditional regression frameworks that strongly rely on random sampling, unsuitable. This replication study's purpose was to examine the impact of land use and travel on CO2 emissions using the Heckman (1979) sample selection model in Portland Metropolitan Area. three research questions guided this study: (1) Does self-selection to drive a motor vehicle lead to reduction in CO2 emissions? (2) Does land use and automobile travel influence the decision to drive after controlling for self-selection? (3) What land use and travel factors determine CO2 emissions after controlling for self-selection? The findings suggest driving has a statistically significant negative effect on estimated CO2 and that most land use variables significantly affect driving behavior.

Dog parks are the fastest growing type of park in U.S. cities; however, their increasing popularity has been met with increasing criticism of pets in public space. Dogs have shown to be a deep source of neighborhood conflict, and the provision of dog parks, or off-leash areas, is a seemingly intractable controversy for city officials. In 2003, Portland, Oregon established a network of 33 off-leash areas which remains the second largest both in count and per capita in the country. The purpose of my research is to understand the public debate over off leash dogs during the establishment of Portland's off-leash area network, and how dog parks relate to processes of demographic change. The analysis involved two phases. First, I conducted a thematic analysis of editorial perspectives published in the major local newspaper. Second, I conducted an exploratory spatial analysis of the distribution of Portland's off-leash areas and patterns of racial and economic change throughout the city from 2000 to 2015. Central to the debate are conflicting notions of responsible pet ownership. The notions of responsibility employed in the debate are primarily personal, yet the findings from my exploratory analysis of the relationship between dog parks and demographic change suggest a need to attend to notions of public responsibility. I recommend that future research, discussion, representations, and policy regarding dog parks consider the consequences of off-leash areas as amenities within the changing neighborhoods in which they exist.