This thesis analyzes the Armenians in the Ottoman Empire according to the news of Ikdam during the period from 1914 to 1918. The social, economic, religious, political, cultural and educational lives of the Armenians will be examined in the light of the news of Ikdam during the World War I. In this thesis the effects of nationalism on the Armenians and the reasons of the emergence of the Armenian nationalism will be pointed out too. Because Armenian nationalism that started in the last quarter of the 19th century and continued until the 20th century caused problems between the Ottoman Empire and the Armenians. By the light of the Ikdam&amp / #8217 / s news, the way towards the relocation process, also the relocation process itself and its results will be explained as well.

Air freight sector has been a growing market worldwide for many years. The rapid growth of scheduled freight aircraft services in particular has been a remarkable feature of the international airline industry during the past decades. Air freight traffic has grown faster than passenger traffic and the production of goods has become more dependent upon air freight services that link global supply chains together. Air transportation is useful when the goods must be delivered quickly and it also allows for more flexible hub-and-spoke networking structures, which are able to offset some of the problems of indirect flows. The concept of developing regional air-cargo centres can be seen from many different perspectives. The most important factors in airport location selection are connectivity to existing road and rail transport networks and current or potential freight traffic volumes. Right location allows firms to develop their own resources, consolidate their competitive position and nurture their growth. Once the company has located it is hard to relocate, so that is why the location decision has to be made carefully. Purpose: The main purpose of this thesis was to reveal the key factors, either positive or negative, which can affect the decision of air freight operators to relocate their express services to smaller airports.   Methodology: The chosen method for this thesis was the mono method because the data collection technique was qualitative. Based on that interviews, the authors finalized their topic and their research questions and built question lists, one for the Jönköping airport (Axamo), one for the companies that already operate in Jönköping airport and one for companies that do not operate there. The authors decided to have semi-structured interviews with all the interviewees in order to cover the different themes of their research.   Findings: The main findings from analysing the empirical data revealed that there are many different positive and negative factors that can affect the decision making for relocation of freight operators. The most important that were identified concern the airport’s infrastructure, location, quality of provided services, number of passenger flights and price policy. Moreover, the weather conditions at the region, the customers’ demand and connectivity with road and rail networks are also very influential.

Regent Park is Canada’s largest and among its oldest public housing developments. Like similar large-scale public housing developments across North America, Regent Park has come under considerable criticism for isolating low-income households and facilitating crime, among other things. As a result, an ambitious six-phase, one billion dollar revitalization project was initiated in 2005 to completely re-design Regent Park and integrate the neighbourhood into the urban fabric of Toronto. This qualitative study examines the impact of relocation on residents from phase 1 of this revitalization project. With demolition of the neighbourhood commencing in February of 2005, 370 households from Regent Park were dispersed; some stayed in Regent Park, some moved to surrounding neighbourhoods, and others moved further away in the Greater Toronto Area. Open-ended, semi-structured interviews were conducted with members of 21 of these households in an effort to discover some of the more salient impacts of relocation on the lives of phase 1 residents. Both social and place-based impacts were assessed using the frameworks of social capital and place attachment, respectively. The study was conceived of as the first part of a longitudinal study of relocation and resettlement of public housing residents in Regent Park.

Regent Park is Canada’s largest and among its oldest public housing developments. Like similar large-scale public housing developments across North America, Regent Park has come under considerable criticism for isolating low-income households and facilitating crime, among other things. As a result, an ambitious six-phase, one billion dollar revitalization project was initiated in 2005 to completely re-design Regent Park and integrate the neighbourhood into the urban fabric of Toronto. This qualitative study examines the impact of relocation on residents from phase 1 of this revitalization project. With demolition of the neighbourhood commencing in February of 2005, 370 households from Regent Park were dispersed; some stayed in Regent Park, some moved to surrounding neighbourhoods, and others moved further away in the Greater Toronto Area. Open-ended, semi-structured interviews were conducted with members of 21 of these households in an effort to discover some of the more salient impacts of relocation on the lives of phase 1 residents. Both social and place-based impacts were assessed using the frameworks of social capital and place attachment, respectively. The study was conceived of as the first part of a longitudinal study of relocation and resettlement of public housing residents in Regent Park.

Thesis (M.S.)--University of Tennessee, Knoxville, 2004. / Title from title page screen (viewed May 21, 2004). Thesis advisor: Adedeji B. Badiru. Document formatted into pages (viii, 105 p. : ill. (some col.)). Vita. Includes bibliographical references (p. 71-75).

Thesis (M.S.W.)--University of Hong Kong, 1977.

Not available / text

Not available / text

Randomly scattered sensors may cause sensing holes and redundant sensors. In carrier-based sensor relocation, mobile robots (with limited capacity to carry sensors) pick up additional or redundant sensors and relocate them at sensing holes. In the only known localized algorithm, robots randomly traverse field and act based on identified pair of spare sensor and coverage hole. We propose a Market-based Sensor Relocation (MSR) algorithm, which optimizes sensor deployment location, and introduces bidding and coordinating among neighboring robots. Sensors along the boundary of each hole elect one of them as the representative, which bids to neighboring robots for hole filling service. Robot randomly explores by applying Least Recently Visited policy. It chooses the best bid according to Cost over Progress ratio and fetches a spare sensor nearby to cover the corresponding sensing hole. Robots within communication range share their tasks to search for better possible solutions. Simulation shows that MSR outperforms the existing competing algorithm G-R3S2 significantly on total robot traversed path and energy, and time to cover holes, slightly on number of sensors needed to cover the hole, and the cost of additional messages for bidding and deployment location sharing.

Introduction: Mobility is critical for independence, social engagement and quality of life, which for many seniors equates with driving. Driving cessation has been associated with depression, isolation and decreased social and community engagement. However, apart from a few studies in the United States, research on the impacts of driving cessation and transportation use in general has been restricted to community dwelling seniors. It is estimated that 40,000 seniors in Ontario alone currently live in retirement facilities; a number expected to increase. Purposes: The aim of the wider project is to gain a better understanding of the transportation patterns and needs of older adults living in retirement homes. The specific aims of this study, which focused on residents who recently stopped driving (in the past two years), were to examine: 1) events leading to driving cessation, impacts (including depression), and possible associations with relocation; 2) transportation use, including how frequently they left the Village; and 3) connections with family and friends, and activity engagement in and outside the Villages. Methods: A survey of residents from four retirement Villages in Southern Ontario was conducted to examine driving status and use of other modes of transportation. An in-depth study was then conducted with a sample of 20 residents (9 men and 11 women, age 86.45 ± 5.16), recruited via letters, pamphlets, booths and door-to-door. The study involved both quantitative (questionnaires, scales on depression and balance confidence, activity checklists) and qualitative methods (small group discussions). Participants were also asked to complete travel diaries over two weeks for all trips outside the Village (purpose and mode of travel). Results: The transportation survey (N=407; 56% response rate) showed that 68% of residents had stopped driving (N=273), over half within 12 months of relocation. In the in-depth study, 36.8% had stopped driving before the move (average of 3.43±1.72 months, range 1 to 6), 42.1% after the move (average of 27.38±13.51 months, range 2 to 46), and 21.2% within the same month. While the quantitative data indicates a relationship between these transitions, this connection was often not made by residents themselves. Several mentioned health problems as the main reason they quit driving; two had lost their licenses. Regardless, most felt the decision to quit driving was voluntary and done at the “right time”. Except for a few people, this sample did not have depression symptoms and had adjusted to no longer driving. The majority (85%) had relatives in the area and most stayed connected to relatives and friends living outside the Village through visits and phone calls. Nearly all the residents (90%, n=18) received rides from others, most commonly from their daughters (70%), followed by friends outside the Village (60%). Half the sample said they used public buses occasionally, and those who did had significantly higher balance confidence scores on the ABC scale (73.33±18.50) compared to those who did not (49.44±21.02) (t=-2.69 p=0.015). Confidence scores, however, did not differ for those who used the Village shuttle (80%) and those who did not (20%). Based on their travel diaries, 76.5% of the residents (13/17) made at least one trip outside the Village over a two week period (average of 7.00±4.93, range 1 to 18), most often as a passenger in a private vehicle (58%). Recreation and social trips were the most common (44.2%), followed by: medical appointments (18%), shopping (17%), errands (15.3%) and religious activities (5.4%). The sample also took advantage of services and amenities inside the Village, including: meals in the dining room (95%), the café (90%), general store (80%), salon (65%), library (65%), laundry facilities as well as services of health professionals. They also participated in Village programs, including: music, concerts, movies (80%), physical activities (65%), games (55%) and religious services (50%). Conclusions: Seniors who can afford to live in upscale retirement homes may not suffer the adverse effects of driving cessation often found in community seniors. Despite advanced age and mobility restrictions (85% used a walker outdoors), these individuals remained connected to the outside community. This sample, at least, took advantage of the services and amenities in their Villages which may reduce their need for travel outside the Village. They do not appear to have unmet transportation needs, given that most had relatives in the area as well as other people to drive them when needed. More studies are needed on this growing segment of the senior population, particularly on other types of retirement facilities which may not offer as many services (such as shuttle buses or vans) for residents.