Добірка наукової літератури з теми "Rentinal imaging"

Human's can't imagine machines independent. From Vacuum Tubes technology to transistors and now with Integrated chip (IC), semiconductor technology defined another industrial revolution. The modern industrial twirl is already in transpire. Artificial intelligence (AI) is ushering in the new age of technologies that are super fast, more flexible, much potential, and initiating the world more digitally connected. No doubt the potential of IoT and AI to clean up the environment is cosmic. A computational concept like fuzzy logic, neural network, and machine learning will change the perspective of machine how they are used now. Our study reveals retrospect progression in the internet of things and artificial intelligence technologies to curb ecological pollution. New generation AI-enabled intelligent control systems are optimized with a complex algorithm to identify and eliminate pollutants for environmental clean-ups. With AI automation pollution management and mitigation, developments are examined. Adopting tech-savvy IoT and AI technology, dependency on machines can be seemly employed. For example; Transportation Management System using AI and IOT can be used to determine the best shipping routes by cutting fuel and gas consumption. To some extent ICT, wireless technology adds a contribution to reducing E-Waste. ICT together with IoT acts as a mediator while renting and sharing devices among people with different industries. AI helps to solve complex data analysis that supports Quick Decision System and policymaking. With intelligent robots, we can monitor and control acidification on Soil and water. The concept of neural network and fuzzy logic are greatly used to develop intelligent machines that predict different gas rates and chemical processes. AI machines that continuously check the pH level of water, Analysis Air Quality Index can be built to monitor water resources and atmosphere. Some AI robots can identify pollutants and helps to separate them. Now we are successful in a bifurcation of paper with plastic, Iron with aluminum. Such a method contributes to the waste management system appropriately. Our study also inspects the challenges of implementing AI, How data mining and big data management feed system. Authentication/Authorization work with industry and governing authority. Inspection of a biased algorithm, poor network, and security. There is no new route to achieve our goal. Our goal is to achieve paramount measures with two concepts in mind, that are Humans assist machines and Machines assist humans to control and prevent pollution in these critical situations. Both humans and machines together find an instant solution with renting and sharing that helps to minimize ecosystem effluence

In this study, 190 market intelligence (MI), competitive intelligence (CI) andbusiness intelligence (BI) professionals and experts were asked about Data as a Service (DaaS). Findings show there were few limits or restrictions on what kind of data users could imagine buying or renting, if all types of data were available. Data that is more sensitive—personal data and private data—will be difficult to buy, users think. Company secrets and most data for business-to-business (B2B) industries is especially difficult to obtain. The major concerns forDaaS from a user perspective are confidentiality, quality, reliability, security and accessibility. Besides, it is often pointed out by users that when everyone has much of the same data competition will increase. Users want to see more on company metrics, less expensive, more secure and more flexible data solutions. The analysis reveals that the ethical dimension are a major concern as DaaS develops. An extensive discussion follows, which also addresses newpoints.

A review of the studies that have been conducted in the field of architectural evaluation reveals that there is insufficient evidence on objective understanding of how architectural components psychologically affect users. This study draws on advances in neuroscience and aims to objectively examine the neurological process of spatial evaluation to create a pleasant environment for users. Research has used quantitative and experimental methods such as surveys and functional magnetic resonance imaging (fMRI). To observe the brain’s neural responses and to understand how it works when users evaluate architectural spaces, 36 participants’ brains were scanned with an MRI scanner. In addition, 250 volunteers were asked to participate in a survey experiment to determine the contribution of each sensational and perceptional component to the users’ spatial evaluation. The results showed that the spatial experience of architecture is involved in the brain’s regional, emotional, perceptual, beauty judgment, and evaluation system. Also, the results revealed that pleasant spaces contribute much better to architectural design than unpleasant spaces due to higher attention and memory effects. Furthermore, the results showed that the texture and geometry have a greater ability to produce a pleasant and unpleasant sensation and perception. The high number of patients referred to the radiology polyclinic during the week posed serious problems for the researcher in renting an fMRI scanner and performing the imaging. It is expected that incorporating neuroscience findings into an architectural experience in the form of data can create new perspectives and solutions for qualified architectural design that addresses users’ psychological responses and considers their environmental behavior and satisfaction.

Taishū engeki—Entertainment for the Masses? What do a highway robber, a samurai, and a geisha have in common? They are all played by the same actor, often at the same time, in an incredible flurry of costume change, in a contemporary form of Japanese theatre called taishū engeki. Taishū engeki, translated as vaudeville, literally, “theatre for the masses”, would be better described as a parallel world of fantasy, glitter, and manga-esque beautiful men wearing elaborate wigs and even more elaborate kimonos, who dance and gracefully sway their hips to portray women, and simultaneously do their best to seduce the overwhelmingly female audience. Taishū engeki represents an escape into a world of romances enacted through dance, of tragic love stories that somehow end well when the main character reappears in the second act as a brilliant dragon-slaying god, and of literal dances with dragons. One performance by dance troupe Gekidan Kokoro included onna-gata buyō (traditional Japanese dance performed by a man playing the part of a woman), a play about brotherly love and devotion where the glamorous actor from the first part was a not too bright young boy (depicted with snot running down his nose), more crossdressing and dancing, a few shamisen songs, a totally unexpected breakdancing piece, and a collaboration with Iwami Kagura—a famous group from Shimane who performs sacred dances in association with various Shinto rituals. Despite being able to combine theatrical skills with dance and acrobatic feats, taishū engeki is seen as a minor theatrical genre, often included in the category of folk arts (Kurata 42), or “low art” intended merely for fun and entertainment” (Endo 151). Although the name would indicate that is addresses a wider audience (which may have been the case decades ago, when cheap entertainment was not so readily available as it is today), taishū engeki caters to a specific category of people. The performers are organised in small itinerant troupes who spend about one month in a specific location, putting on two shows daily—one starting at noon, and one in the evening. In most cases, the show has two parts: one is a play, followed by a free program of dancing, acrobatic features, and even playing instruments such as drums or shamisen. The audience itself consists of two categories: the local people, living in the vicinity of the small theatres where performances are held, and who might attend each new show two or three times, and the fans, who follow their favourite actor from place to place to the limit of their time and financial resources. When it comes to performing arts, Japan’s most famous form of theatre is definitely kabuki: a performative genre highly appreciated by the Japanese and whose extravagant costumes and make-up, as well as exaggerated gestures eliminate some of the language barriers and make it (at least to a certain degree) comprehensible to non-Japanese speakers. Besides kabuki, noh (a highly ritualised form of theatre characterised by its use of masks) and bunraku (puppet theatre) are most often mentioned together, popular both within and outside the borders of Japan as entertainment and objects of scholarly research. As a scholar of Japanese studies, I had learned about these three categories in my first year as an undergraduate student, but it took me over ten years in Japan to discover taishū engeki, something that Robert Schneider and Nathan Schneider (256) ironically call “a weed in Japan’s exquisite garden of classical theatre and a living fossil in the detritus of Asian modernity”. Is taishū engeki really a fossil or a weed accidentally left on the stage of classical theatre? Its faithful fans would beg to differ, and so would the accomplishments of some troupes, who are entirely self-sufficient, renting the venues where they perform and travelling with their own light and sound systems, as well as hundreds of exquisite costumes and wigs. To give just an example, Aotsuki Shinya, the leader of Gekidan Kokoro, told me that he possesses more than two hundred wigs, and mid-September this year will attempt to perform 120 different dances, with different costumes, during the three days that will celebrate his birthday. In contrast with noh or kabuki, where each gesture is highly stylised and must be performed in a pre-defined order, in a set context, taishū engeki is flexible: plays are based on known stories, but the plot is overly simplified, so that the audience can focus on the main characters and the way they perform more than on the storyline, and the second act is actually the main attraction of the show, when the actors can showcase their special skills to the delight of the audience. Kabuki developed in the seventeenth century, and it was aimed at the “common people”, while “the true professionals, the performers of the [noh] and the kyōgen [comedy], began to retreat behind the curtain of refinement” (Tsubaki 4). In the twenty-first century, noh has become more of a mixture of performance and ritual, appreciated by a small number of specialists, and often staged to accompany religious manifestations. Kabuki, on the other hand, has taken its place as the most valued theatrical art, with fans and aficionados vying for the best seats (whose prices can go up to 30,000 Japanese yen, and yet are hard to procure), but taishū engeki shows no signs that it might ever reach that level of popularity. In 1995 Marilyn Ivy saw it as a “discourse of the vanishing”, an art that might disappear as, while “it appears to carry on an unarguably Japanese knowledge” (239), it has failed to create a “boom” or a vast audience. While novelty is part of the performance, it seems to somehow be not new enough, not entrancing enough. The actors are talented, creative, and versatile, but they do not attain the fame level of their kabuki counterparts. Despite all these, as an anthropologist, I could not help but wonder why taishū engeki has not attracted more scholarly interest. The studies on this topic, both in Japanese and English, are far less numerous than those on butoh, for example, “a post-modern dance genre” which has been the focus of both practical and theoretical interest on the part of Japanese studies specialists. To give just an example, in his book on Japanese theatre, Benito Ortolani has a subchapter on butoh, but does not even mention taishū engeki. Prince(ss) Charming My first encounters with taishū engeki were due to a class project—I had started teaching a class on theatre as ritual performance, and wanted my students to have a first-hand experience. The project was a success: students who had shown no enthusiasm at all when reading the syllabus were mesmerised once the performance had begun, to the level that they had attended shows by themselves, and even started following the actors on various social networks. Taishū engeki surpasses all expectations of a first-time viewer. It follows a canon, just like kabuki, but that canon is audience-oriented, so without having ever been part of that audience, it is difficult to imagine what will happen on stage. As mentioned above, each performance has two parts: the first one is a play, whose content changes during the one-month performance, usually based on historical events familiar to the audience, but not restricted to that, an intermission during which the leader of the troupe greets the audience, talks about the schedule for the remainder of the month, and promotes the merchandise available for sale (T-shirts, fans, boxes of sweets), followed by a free-style show where the performers are free to display their best skills. Photography is not allowed during the first part—and this may be due to the fact that most troupe leaders create their own plays using the vast available materials, and are reluctant to share that with other troupes—but is encouraged during the second part. Video taking is forbidden at all times. Crossdressing is a significant part of the performance, with men playing the part of women who are attractive to other women, and women playing the part of men who also attract women. The actresses, however, never become the star of the troupe. Just like in the case of Takarazuka Theatre, where the otoko yaku (women playing the male roles) receive significantly more appreciation than the female counterparts, the heavily made-up male actors of taishū engeki represent the dreamy ideal of their dedicated fans. Each performing group is centered around one male actor who is representative of the troupe—usually the leader or the leader’s son, and who gathers a dedicated fan base composed of women (most of whom are middle-aged or older). These women try to attend as many shows as they can, literally showering their favourite actor with money. The few available studies on taishū engeki tended to focus on two major aspects: crossdressing (mostly of the onnagata—men playing women—type) and on the money the actors receive while on stage. Fig. 1: An actor on the Gofukuza Stage (Osaka) displaying money gifts, 13 June 2018. Schneider and Schneider, for example, looked into how gender is performed, and what rules are applied when performing gender. Their conclusion? There are no clear rules, as “taishū engeki plays with gender, but it also quite simply plays gender” (262). My own interest was not in the actual gender performed, but in the most pervasive and permanent element of all taishū engeki performances: seduction. Those who go to see these shows may do so for mere amusement—and their expectations are never disappointed, as the costumes are complex and flamboyant, and the performers are skilled dancers, but those who go faithfully do so due to their admiration for a certain actor. The first act (the historical play) is a convention where the star appears slightly more human—less make-up, sometimes performing the role of a man—always strong and masculine, which is quite an artistic feat seeing that even in the role of a man, the actors will wear specific make-up and false eyelashes. The Takarazuka Revue, an all-female group founded in 1914, has a large and consistent fan base made-up almost entirely of women who fall in love with the actress playing the main male roles—a phenomenon explained by the desire to temporarily live in a fantasy world. The difference between the Takarazuka actresses and the taishū engeki actors is that the former do not aim to seduce, but to invite the audience into a dream world, while the latter’s goal is to fully entrance. Regardless of the gender they play, the taishū engeki stars create erotic characters, just like their kabuki precursors, where, as Samuel L. Leiter (212) puts it, “eros remained primary”. Dressed in kimonos of intricate patterns that go far outside the lines of tradition, and are representative of the creative spirit of the performer, using make-up which completely transforms their physiognomies through the heavy use of eyeliner, glitter, false eyelashes, and wearing exquisite wigs, the actors invite the audience into a dream world where the Fairy Godmother gave the best dress to the prince, not the princess. For hundreds if not thousands of years, the folktales focussed around the image of a beautiful prince, the kalos kagathos hero (beautiful and virtuous, the ancient Greek ideal) who takes the maiden from distress and into a happily ever after. Taishū engeki heroes switch perspectives: it is not Prince Charming, but Princess Charming, an utterly beautiful creature who enchants the female audience by being the impossible. Princess Charming represents an embodiment of the best possible features—beauty, glamour, grace, sex appeal, elegance—and none of the negative ones—lack of manners, roughness, insensitivity. Moreover, Princess Charming is accessible. For a mere 2,000 yen, anybody can spend three hours in her company, and shaking her hand starts at a similarly low price—2,000 or 3,000 yen for a trinket bought during the intermission, to hand over as a gift during the performance. Fig. 2: Aotsuki Shinya as a romantic lady in a flowing kimono, Gofukuza, 9 July 2022. Dressed as females, the actors move their bodies with the grace of a geisha, bat their eyelashes, smile coquettishly, and even wink at the audience. As males, they are either abandoned lovers who drown their sorrows in drink, or fierce warriors dancing with masks and swords. In all circumstances, they present exaggerated feminine or masculine ideals, with the difference that femininity is emphasised through the overuse of garments and accessories, while masculinity will almost always involve a certain degree of nakedness: chest, arms, legs. The reasons are both practical (showing various naked body parts would destroy the dreamy feminine beauty wrapped up in layers of cloth and glitter), and symbolic: femininity is mysterious and fragile, and thus cannot easily be revealed, while masculinity must re-assert its strength and vitality. The body presented on stage is more of an artistic act than the performance itself, because it is there that most of the actor’s talent is poured. Creating a persona means borrowing from the “traditional” Japanese culture which includes geisha, courtesans, heavy wigs, and heavily embroidered kimonos, as well as the contemporary manga and cosplay culture. With exaggerated eyes and hairstyles as the central features of the head, the characters moving in front of the audience seem to have directly descended from (or drawn the viewers into, “Take On Me” style) the pages of a fantasy manga. An interview with Aotsuki Shinya (stage name), leader and star of the Kokoro (“Heart”) troupe conducted on 15 June 2022, did not offer any insightful glimpses into the metamorphosis process. While acknowledging that he cannot present his true self on stage, thus using make-up to become Aotsuki Shinya, the actor did not admit to any conscious attempt of becoming attractive. In his own words, all their efforts are for the benefit of the audience, directed towards helping them have fun. “Tanoshii”, “fun” seemed to be a key concept when staging a new performance, and the reasoning behind that is easy to follow. Unlike the more elevated kabuki, a taishū engeki theatre is a small cosy place where the audience can interact quite freely with the performers, who do not shy away from showing momentarily glimpses of the face behind the mask: forgetting a line and admitting to it, laughing at a joke said by another actor, kneeling prettily to receive gifts from their fans. Rather than gender fluid, the bodies in taishū engeki are genderless because they are not, nor do they claim to be, real. An actor on the traditional stage is a photography, or, if the setting includes fantastic elements, a painting of an imaginable universe. An actor on the taishū engeki stage turns their body into a manga drawing: something that does not exist in real life, but it is highly desirable. Kabuki actors staged eroticism by impersonating women; taishū engeki actors play with desire becoming in turns both Cinderella and the Prince. Figs. 3 & 4: Aotsuki Shinya as a fantastic character (fig. 3) and as the god Susano-wo slaying the dragon (fig. 4). “Fantasy, Sweet Fantasy” Analysing the loyalty that Takarazuka actresses inspire into their fans, Makiko Yamanashi interprets it as something that goes beyond (dreams of) physical love or mere escapism, and sees it as the desire to belong to an ideal community of women—friends, sisters, mothers. While not wrong, this approach seems to gloss over the real erotic feelings and the longing for something not of this world which are most definitely present among performative arts (be they kabuki, revue, vaudeville, butoh, modern theatre) aficionados. The men performed by the Takarazuka actresses do not exist in real life, and just as in the case of taishū engeki actors, make-up plays a crucial role. Lorie Brau even mentions an incident where an American director hired to stage a production of “West Side Story” required the actresses playing male roles to give up their false eyelashes—a change that did not last after the director left (86). The taishū engeki actors are warriors who bring back to life the god Izanagi, the creator of Japan, who fought an army of underworld monsters, while wearing eyeliner, eyelashes, and sparkling make-up. They are completely unrecognisable without make-up, and yet changing their appearance takes approximately ten minutes, much less than it would take a drag queen to turn from ordinary man into glamorous woman (at least forty minutes). I am not mentioning here the drag queens by chance—the two types of performances are similar enough that they lead to collaborations. On 10 June 2022, the troupe Kokoro performed at the Gofukuza Theatre in Umeda in the company of five drag queens well known on the Osaka stage: Feminina, Rulu Daisy, Madame Cocco, Ozu, and Il Rosa. One characteristic of drag performances is that they are actor-centred: they are not about the storyline, but about the performer’s creation—“channeling your inner femininity, fusing it with the male, and creating something otherworldly” (Hastings). The noticeable difference between drag and taishū engeki is that drag is actor-oriented, while taishū engeki is audience-oriented. Drag queens interact with the audiences and entertain, but the focus is internal, towards freeing something that had been developing within. Taishū engeki actors do choose their characters, of course, and have individual preferences, but this is secondary to their goal of captivating the audiences. Both categories of performers learn to re-invent their bodies, to re-create them on stage; however, in one case we witness an individual metamorphosis from real life to theatrical persona, and in the other we have one individual who can shapeshift into whatever character might work better magic on the people in front of him. Drag is about freedom while taishū engeki is about seduction. Fig. 5: Il Rosa and two actors of the Shin troupe, Gofukuza, 10 June 2022 Taishū engeki may not be kabuki: it is not celebrated by the media or the researchers, and many people in contemporary Japanese society see it as an inferior form of entertainment. Considering the low price of the tickets and the fact that shows are seldom sold out, one might worry about its future. Nevertheless, a visit to the backstage of Gofukuza during the month when Shin was performing revealed a large room full of costumes, and another one full of wig boxes—more than two hundred, according to Aotsuki Shinya. The Shin troupe was founded five years ago, so everything was still new and shiny—a sign that the genre will not disappear any time in the near future. The same visit, when I could interact with the actors in their day-to-day attires, using their regular voices, and standing near the costumes and wigs like exhibits in a museum, made one more thing acutely clear: the fact that their performances are a fantasy world. More of a fantasy world than a kabuki performance (to remain consistent with the comparison), where the setting is clearly a setting, separate from the audience. The blurred lines between stage and audience, between performance and flirting of the taishū engeki create a tangible fantasy, where one can not only fall in love with the Prince(ss) Charming, but maybe even take them to a ball. References Brau, Lorie. “The Women’s Theater of Takarazuka”. TDR 34.4 (Winter 1990): 79-95. Endo, Yukihide. “Reconsidering the Traveling Theater of Today’s Japan: An Interdisciplinary Approach to a Stigmatized Form of Japanese Theater.” Athens Journal of Humanities and Arts 2.3. Hastings, Magnus. Why Drag? Hong Kong: Chronicle Books, 2016. Ivy, Marilyn. Discourses of the Vanishing. Modernity Phantasm Japan. Chicago: U of Chicago P, 1995. Kurata, Ryosuke. “Taishū Engeki as a Show Business: Exploring the Segmentation of Customers.” Mathesis Universalis 17.2. Leiter, Samuel L. “From Gay to Gei: The Onnagata and the Creation of Kabuki’s Female Characters.” In A Kabuki Reader: History and Performance, ed. Samuel L. Leitner. New York: M. E. Sharpe, 2002. 211-229. Ortolani, Benito. The Japanese Theatre. From Shamanistic Ritual to Contemporary Pluralism. New Jersey: Princeton UP, 1995. Schneider, Robert, and Nathan Schneider. “A Dive and a Dance with Kabuki Vaudeville: Taishū Engeki Comes Back!” New Theater Quarterly 36.3 (2020). 29 July 2020 <https://www.cambridge.org/core/journals/new-theatre-quarterly/article/abs/dive-and-a-dance-with-kabuki-vaudeville-taishu-engeki-comes-back/BB72486E86C79B70730B6F2DB5EC0FF8>. Yamanashi, Makiko. A History of the Takarazuka Revue Since 1914: Modernity, Girls’ Culture, Japan Pop. Leiden: Global Oriental, 2012.

Al Gore brought climate change into … our living rooms. … The 2008 oil price hikes [and the global financial crisis] awakened the world to potential economic hardship in a rapidly urbanising world where the petrol-driven automobile is still king. (Mouritz 47) Six hundred million cars (Urry, “Climate Change” 265) traverse the world’s roads, or sit idly in garages and clogging city streets. The West’s economic progress has been built in part around the success of the automotive industry, where the private car rules the spaces and rhythms of daily life. The problem of “automobile dependence” (Newman and Kenworthy) is often cited as one of the biggest challenges facing countries attempting to combat anthropogenic climate change. Sociologist John Urry has claimed that automobility is an “entire culture” that has re-defined movement in the contemporary world (Urry Mobilities 133). As such, it is the single most significant environmental challenge “because of the intensity of resource use, the production of pollutants and the dominant culture which sustains the major discourses of what constitutes the good life” (Urry Sociology 57-8). Climate change has forced a re-thinking of not only how we produce and dispose of cars, but also how we use them. What might a society not dominated by the private, petrol-driven car look like? Some of the pre-eminent writers on climate change futures, such as Gwynne Dyer, James Lovelock and John Urry, discuss one possibility that might emerge when oil becomes scarce: societies will descend into civil chaos, “a Hobbesian war of all against all” where “regional warlordism” and the most brutish, barbaric aspects of human nature come to the fore (Urry, “Climate Change” 261). Discussing a post-car society, John Urry also proffers another scenario in his “sociologies of the future:” an Orwellian “digital panopticon” in which other modes of transport, far more suited to a networked society, might emerge on a large scale and, in the long run, “might tip the system” into post-car one before it is too late (Urry, “Climate Change” 261). Amongst the many options he discusses is car sharing. Since its introduction in Germany more than 30 years ago, most of the critical literature has been devoted to the planning, environmental and business innovation aspects of car sharing; however very little has been written on its cultural dimensions. This paper analyses this small but developing trend in many Western countries, but more specifically its emergence in Sydney. The convergence of climate change discourse with that of the global financial crisis has resulted in a focus in the mainstream media, over the last few months, on technologies and practices that might save us money and also help the environment. For instance, a Channel 10 News story in May 2009 focused on the boom in car sharing in Sydney (see: http://www.youtube.com/watch? v=EPTT8vYVXro). Car sharing is an adaptive technology that doesn’t do away with the car altogether, but rather transforms the ways in which cars are used, thought about and promoted. I argue that car sharing provides a challenge to the dominant consumerist model of the privately owned car that has sustained capitalist structures for at least the last 50 years. In addition, through looking at some marketing and promotion tactics of car sharing in Australia, I examine some emerging car sharing subjectivities that both extend and subvert the long-established discourses of the automobile’s flexibility and autonomy to tempt monogamous car buyers into becoming philandering car sharers. Much literature has emerged over the last decade devoted to the ubiquitous phenomenon of automobility. “The car is the literal ‘iron cage’ of modernity, motorised, moving and domestic,” claims Urry (“Connections” 28). Over the course of twentieth century, automobility became “the dominant form of daily movement over much of the planet (dominating even those who do not move by cars)” (Paterson 132). Underpinning Urry’s prolific production of literature is his concept of automobility. This he defines as a complex system of “intersecting assemblages” that is not only about driving cars but the nexus between “production, consumption, machinic complexes, mobility, culture and environmental resource use” (Urry, “Connections” 28). In addition, Matthew Paterson, in his Automobile Politics, asserts that “automobility” should be viewed as everything that makes driving around in a car possible: highways, parking structures and traffic rules (87). While the private car seems an inevitable outcome of a capitalistic, individualistic modern society, much work has gone into the process of naturalising a dominant notion of automobility on drivers’ horizons. Through art, literature, popular music and brand advertising, the car has long been associated with seductive forms of identity, and societies have been built around a hegemonic culture of car ownership and driving as the pre-eminent, modern mode of self-expression. And more than 50 years of a popular Hollywood film genre—road movies—has been devoted to glorifying the car as total freedom, or in its more nihilistic version, “freedom on the road to nowhere” (Corrigan). As Paterson claims, “autonomous mobility of car driving is socially produced … by a range of interventions that have made it possible” (18). One of the main reasons automobility has been so successful, he claims, is through its ability to reproduce capitalist society. It provided a commodity around which a whole set of symbols, images and discourses could be constructed which served to effectively legitimise capitalist society. (30) Once the process is locked-in, it then becomes difficult to reverse as billions of agents have adapted to it and built their lives around “automobility’s strange mixture of co-ercion and flexibility” (Urry, “Climate Change” 266). The Decline of the Car Globally, the greatest recent rupture in the automobile’s meta-narrative of success came about in October 2008 when three CEOs from the major US car firms (General Motors, Ford and Chrysler) begged the United States Senate for emergency loan funds to avoid going bankrupt. To put the economic significance of this into context, Emma Rothschild notes “when the listing of the ‘Fortune 500’ began in 1955, General Motors was the largest American corporation, and it was one of the three largest, measured in revenues, every year until 2007” (Rothschilds, “Can we transform”). Curiously, instead of focusing on the death of the car (industry), as we know it, that this scenario might inevitably herald, much of the media attention focused on the hypocrisy and environmental hubris of the fact that all the CEOs had flown in private luxury jets to Washington. “Couldn’t they have at least jet-pooled?” complained one Democrat Senator (Wutkowski). In their next visit to Washington, most of them drove up in experimental vehicles still in pre-production, including plug-in hybrids. Up until that point no other manufacturing industry had been bailed out in the current financial crisis. Of course it’s not the first time the automobile industries have been given government assistance. The Australian automotive industry has received on-going government subsidies since the 1980s. Most recently, PM Kevin Rudd granted a 6.2 billion dollar ‘green car’ package to Australian automotive manufacturers. His justification to the growing chorus of doubts about the economic legitimacy of such a move was: “Some might say it's not worth trying to have a car industry, that is not my view, it is not the view of the Australian government and it never will be the view of any government which I lead” (The Australian). Amongst the many reasons for the government support of these industries must include the extraordinary interweaving of discourses of nationhood and progress with the success of the car industry. As the last few months reveal, evidently the mantra still prevails of “what’s good for the country is good for GM and vice versa”, as the former CEO of General Motors, Charles “Engine” Wilson, argued back in 1952 (Hirsch). In post-industrial societies like Australia it’s not only the economic aspects of the automotive industries that are criticised. Cars seem to be slowly losing their grip on identity-formation that they managed to maintain throughout “the century of the car” (Gilroy). They are no longer unproblematically associated with progress, freedom, youthfulness and absolute autonomy. The decline and eventual death of the automobile as we know it will be long, arduous and drawn-out. But there are some signs of a post-automobile society emerging, perhaps where cars will still be used but they will not dominate our society, urban space and culture in quite the same way that they have over the last 50 years. Urry discusses six transformations that might ‘tip’ the hegemonic system of automobility into a post-car one. He mentions new fuel systems, new materials for car construction, the de-privatisation of cars, development of communications technologies and integration of networked public transport through smart card technology and systems (Urry, Mobilities 281-284). As Paterson and others have argued, computers and mobile phones have somehow become “more genuine symbols of mobility and in turn progress” than the car (157). As a result, much automobile advertising now intertwines communications technologies with brand to valorise mobility. Car sharing goes some way in not only de-privatising cars but also using smart card technology and networked systems enabling an association with mobility futures. In Automobile Politics Paterson asks, “Is the car fundamentally unsustainable? Can it be greened? Has the car been so naturalised on our mobile horizons that we can’t imagine a society without it?” (27). From a sustainability perspective, one of the biggest problems with cars is still the amount of space devoted to them; highways, garages, car parks. About one-quarter of the land in London and nearly one-half of that in Los Angeles is devoted to car-only environments (Urry, “Connections” 29). In Sydney, it is more like a quarter. We have to reduce the numbers of cars on our roads to make our societies livable (Newman and Kenworthy). Car sharing provokes a re-thinking of urban space. If one quarter of Sydney’s population car shared and we converted this space into green use or local market gardens, then we’d have a radically transformed city. Car sharing, not to be confused with ‘ride sharing’ or ‘car pooling,’ involves a number of people using cars that are parked centrally in dedicated car bays around the inner city. After becoming a member (much like a 6 or 12 monthly gym membership), the cars can be booked (and extended) by the hour via the web or phone. They can then be accessed via a smart card. In Sydney there are 3 car sharing organisations operating: Flexicar (http://www.flexicar.com.au/), CharterDrive (http://www.charterdrive.com.au/) and GoGet (http://www.goget.com.au/).[1] The largest of these, GoGet, has been operating for 6 years and has over 5000 members and 200 cars located predominantly in the inner city suburbs. Anecdotally, GoGet claims its membership is primarily drawn from professionals living in the inner-urban ring. Their motivation for joining is, firstly, the convenience that car sharing provides in a congested, public transport-challenged city like Sydney; secondly, the financial savings derived; and thirdly, members consider the environmental and social benefits axiomatic. [2] The promotion tactics of car sharing seems to reflect this by barely mentioning the environment but focusing on those aspects which link car sharing to futuristic and flexible subjectivities which I outline in the next section. Unlike traditional car rental, the vehicles in car sharing are scattered through local streets in a network allowing local residents and businesses access to the vehicles mostly on foot. One car share vehicle is used by 22-24 members and gets about seven cars off the street (Mehlman 22). With lots of different makes and models of vehicles in each of their fleets, Flexicar’s website claims, “around the corner, around the clock” “Flexicar offers you the freedom of driving your own car without the costs and hassles of owning one,” while GoGet asserts, “like owning a car only better.” Due to the initial lack of interest from government, all the car sharing organisations in Australia are privately owned. This is very different to the situation in Europe where governments grant considerable financial assistance and have often integrated car sharing into pre-existing public transport networks. Urry discusses the spread of car sharing across the Western world: Six hundred plus cities across Europe have developed car-sharing schemes involving 50,000 people (Cervero, 2001). Prototype examples are found such as Liselec in La Rochelle, and in northern California, Berlin and Japan (Motavalli, 2000: 233). In Deptford there is an on-site car pooling service organized by Avis attached to a new housing development, while in Jersey electric hire cars have been introduced by Toyota. (Urry, “Connections” 34) ‘Collaborative Consumption’ and Flexible, Philandering Subjectivities Car sharing shifts the dominant conception of a car from being a ‘commodity’, which people purchase and subsequently identify with, to a ‘service’ or network of vehicles that are collectively used. It does this through breaking down the one car = one person (or one family) ratio with one car instead servicing 20 or more people. One of Paterson’s biggest criticisms concerns car driving as “a form of social exclusion” (44). Car sharing goes some way in subverting the model of hyper-individualism that supports both hegemonic automobility and capitalist structures, whereby the private motorcar produces a “separation of individuals from one another driving in their own private universes with no account for anyone else” (Paterson 90). As a car sharer, the driver has to acknowledge that this is not their private domain, and the car no longer becomes an extension of their living room or bedroom, as is noted in much literature around car cultures (Morris, Sheller, Simpson). There are a community of people using the car, so the driver needs to be attentive to things like keeping the car clean and bringing it back on time so another person can use it. So while car sharing may change the affective relationship and self-identification with the vehicle itself, it doesn’t necessarily change the phenomenological dimensions of car driving, such as the nostalgic pleasure of driving on the open road, or perhaps more realistically in Sydney, the frustration of being caught in a traffic jam. However, the fact the driver doesn’t own the vehicle does alter their relationship to the space and the commodity in a literal as well as a figurative way. Like car ownership, evidently car sharing also produces its own set of limitations on freedom and convenience. That mobility and car ownership equals freedom—the ‘freedom to drive’—is one imaginary which car firms were able to successfully manipulate and perpetuate throughout the twentieth century. However, car sharing also attaches itself to the same discourses of freedom and pervasive individualism and then thwarts them. For instance, GoGet in Sydney have run numerous marketing campaigns that attempt to contest several ‘self-evident truths’ about automobility. One is flexibility. Flexibility (and associated convenience) was one thing that ownership of a car in the late twentieth century was firmly able to affiliate itself with. However, car ownership is now more often associated with being expensive, a hassle and a long-term commitment, through things like buying, licensing, service and maintenance, cleaning, fuelling, parking permits, etc. Cars have also long been linked with sexuality. When in the 1970s financial challenges to the car were coming as a result of the oil shocks, Chair of General Motors, James Roche stated that, “America’s romance with the car is not over. Instead it has blossomed into a marriage” (Rothschilds, Paradise Lost). In one marketing campaign GoGet asked, ‘Why buy a car when all you need is a one night stand?’, implying that owning a car is much like a monogamous relationship that engenders particular commitments and responsibilities, whereas car sharing can just be a ‘flirtation’ or a ‘one night stand’ and you don’t have to come back if you find it a hassle. Car sharing produces a philandering subjectivity that gives individuals the freedom to have lots of different types of cars, and therefore relationships with each of them: I can be a Mini Cooper driver one day and a Falcon driver the next. This disrupts the whole kind of identification with one type of car that ownership encourages. It also breaks down a stalwart of capitalism—brand loyalty to a particular make of car with models changing throughout a person’s lifetime. Car sharing engenders far more fluid types of subjectivities as opposed to those rigid identities associated with ownership of one car. Car sharing can also be regarded as part of an emerging phenomenon of what Rachel Botsman and Roo Rogers have called “collaborative consumption”—when a community gets together “through organized sharing, swapping, bartering, trading, gifting and renting to get the same pleasures of ownership with reduced personal cost and burden, and lower environmental impact” (www.collaborativeconsumption.com). As Urry has stated, these developments indicate a gradual transformation in current economic structures from ownership to access, as shown more generally by many services offered and accessed via the web (Urry Mobilities 283). Rogers and Botsman maintain that this has come about through the “convergence of online social networks increasing cost consciousness and environmental necessity." In the future we could predict an increasing shift to payment to ‘access’ for mobility services, rather than the outright private ownerships of vehicles (Urry, “Connections”). Networked-Subjectivities or a ‘Digital Panopticon’? Cars, no longer able on their own to signify progress in either technical or social terms, attain their symbolic value through their connection to other, now more prevalently ‘progressive’ technologies. (Paterson 155) The term ‘digital panopticon’ has often been used to describe a dystopian world of virtual surveillance through such things as web-enabled social networking sites where much information is public, or alternatively, for example, the traffic surveillance system in London whereby the public can be constantly scrutinised through the centrally monitored cameras that track people’s/vehicle’s movements on city streets. In his “sociologies of the future,” Urry maintains that one thing which might save us from descending into post-car civil chaos is a system governed by a “digital panopticon” mobility system. This would be governed by a nexus system “that orders, regulates, tracks and relatively soon would ‘drive’ each vehicle and monitor each driver/passenger” (Urry, “Connections” 33). The transformation of mobile technologies over the last decade has made car sharing, as a viable business model, possible. Through car sharing’s exploitation of an online booking system, and cars that can be tracked, monitored and traced, the seeds of a mobile “networked-subjectivity” are emerging. But it’s not just the technology people are embracing; a cultural shift is occurring in the way that people understand mobility, their own subjectivity, and more importantly, the role of cars. NETT Magazine did a feature on car sharing, and advertised it on their front cover as “GoGet’s web and mobile challenge to car owners” (May 2009). Car sharing seems to be able to tap into more contemporary understandings of what mobility and flexibility might mean in the twenty-first century. In their marketing and promotion tactics, car sharing organisations often discursively exploit science fiction terminology and generate a subjectivity much more dependent on networks and accessibility (158). In the suburbs people park their cars in garages. In car sharing, the vehicles are parked not in car bays or car parks, but in publically accessible ‘pods’, which promotes a futuristic, sci-fi experience. Even the phenomenological dimensions of swiping a smart card over the front of the windscreen to open the car engender a transformation in access to the car, instead of through a key. This is service-technology of the future while those stuck in car ownership are from the old economy and the “century of the car” (Gilroy). The connections between car sharing and the mobile phone and other communications technologies are part of the notion of a networked, accessible vehicle. However, the more problematic side to this is the car under surveillance. Nic Lowe, of his car sharing organisation GoGet says, “Because you’re tagged on and we know it’s you, you are able to drive the car… every event you do is logged, so we know what time you turned the key, what time you turned it off and we know how far you drove … if a car is lost we can sound the horn to disable it remotely to prevent theft. We can track how fast you were going and even how fast you accelerated … track the kilometres for billing purposes and even find out when people are using the car when they shouldn’t be” (Mehlman 27). The possibility with the GPS technology installed in the car is being able to monitor speeds at which people drive, thereby fining then every minute spent going over the speed limit. While this conjures up the notion of the car under surveillance, it is also a much less bleaker scenario than “a Hobbesian war of all against all”. Conclusion: “Hundreds of Cars, No Garage” The prospect of climate change is provoking innovation at a whole range of levels, as well as providing a re-thinking of how we use taken-for-granted technologies. Sometime this century the one tonne, privately owned, petrol-driven car will become an artefact, much like Sydney trams did last century. At this point in time, car sharing can be regarded as an emerging transitional technology to a post-car society that provides a challenge to hegemonic automobile culture. It is evidently not a radical departure from the car’s vast machinic complex and still remains a part of what Urry calls the “system of automobility”. From a pro-car perspective, its networked surveillance places constraints on the free agency of the car, while for those of the deep green variety it is, no doubt, a compromise. Nevertheless, it provides a starting point for re-thinking the foundations of the privately-owned car. While Urry makes an important point in relation to a society moving from ownership to access, he doesn’t take into account the cultural shifts occurring that are enabling car sharing to be attractive to prospective members: the notion of networked subjectivities, the discursive constructs used to establish car sharing as a thing of the future with pods and smart cards instead of garages and keys. If car sharing became mainstream it could have radical environmental impacts on things like urban space and pollution, as well as the dominant culture of “automobile dependence” (Newman and Kenworthy), as Australia attempts to move to a low carbon economy. Notes [1] My partner Bruce Jeffreys, together with Nic Lowe, founded Newtown Car Share in 2002, which is now called GoGet. [2] Several layers down in the ‘About Us’ link on GoGet’s website is the following information about the environmental benefits of car sharing: “GoGet's aim is to provide a reliable, convenient and affordable transport service that: allows people to live car-free, decreases car usage, improves local air quality, removes private cars from local streets, increases patronage for public transport, allows people to lead more active lives” (http://www.goget.com.au/about-us.html). References The Australian. “Kevin Rudd Throws $6.2bn Lifeline to Car Industry.” 10 Nov. 2008. < http://www.theaustralian.news.com.au/business/story/ 0,28124,24628026-5018011,00.html >.Corrigan, Tim. “Genre, Gender, and Hysteria: The Road Movie in Outer Space.” A Cinema Without Walls: Movies, Culture after Vietnam. New Jersey: Rutgers University Press, 1991. Dwyer, Gwynne. Climate Wars. North Carlton: Scribe, 2008. Featherstone, Mike. “Automobilities: An Introduction.” Theory, Culture and Society 21.4-5 (2004): 1-24. Gilroy, Paul. “Driving while Black.” Car Cultures. Ed. Daniel Miller. Oxford: Berg, 2000. Hirsch, Michael. “Barack the Saviour.” Newsweek 13 Nov. 2008. < http://www.newsweek.com/id/168867 >. Lovelock, James. The Revenge of Gaia: Earth’s Climate Crisis and the Fate of Humanity. Penguin, 2007. Lovelock, James. The Vanishing Face of Gaia. Penguin, 2009. Mehlman, Josh. “Community Driven Success.” NETT Magazine (May 2009): 22-28. Morris, Meaghan. “Fate and the Family Sedan.” East West Film Journal 4.1 (1989): 113-134. Mouritz, Mike. “City Views.” Fast Thinking Winter 2009: 47-50. Newman, P. and J. Kenworthy. Sustainability and Cities: Overcoming Automobile Dependence. Washington DC: Island Press, 1999. Paterson, Matthew. Automobile Politics: Ecology and Cultural Political Economy. Cambridge: Cambridge University Press, 2007. Rothschilds, Emma. Paradise Lost: The Decline of the Auto-Industrial Age. New York: Radom House, 1973. Rothschilds, Emma. “Can We Transform the Auto-Industrial Society?” New York Review of Books 56.3 (2009). < http://www.nybooks.com/articles/22333 >. Sheller, Mimi. “Automotive Emotions: Feeling the Car.” Theory, Culture and Society 21 (2004): 221–42. Simpson, Catherine. “Volatile Vehicles: When Women Take the Wheel.” Womenvision. Ed. Lisa French. Melbourne: Damned Publishing, 2003. 197-210. Urry, John. Sociology Beyond Societies: Mobilities for the 21st Century. London: Routledge, 2000. Urry, John. “Connections.” Environment and Planning D: Society and Space 22 (2004): 27-37. Urry, John. Mobilities. Cambridge, and Maiden, MA: Polity Press, 2008. Urry, John. “Climate Change, Travel and Complex Futures.” British Journal of Sociology 59. 2 (2008): 261-279. Watts, Laura, and John Urry. “Moving Methods, Travelling Times.” Environment and Planning D: Society and Space 26 (2008): 860-874. Wutkowski, Karey. “Auto Execs' Private Flights to Washington Draw Ire.” Reuters News Agency 19 Nov. 2008. < http://www.reuters.com/article/newsOne/idUSTRE4AI8C520081119 >.

The advancement of medical imaging techniques such as fundus photography and breast magnetic resonance imaging (MRI) has shown tremendous improvement in the quality of multidimensional image produced. The image segmentation technology is used to partition the medical image into different regions for accurate identification and segregation of diseased area. Hence, the medical image is a vital entity to diagnose several pathological conditions. However, Multidimensional medical image analysis with automatic segmentation techniques these medical images have problems such as: 1. lack inherent spatial resolution; 2. contains different form of noise; 3. have boundary with the similar color intensity; and 4. populated with non-uniform illumination across the image and other imaging ambiguities. In many clinical studies, the segmentation process can be carried out either manually or automatically. Manual segmentation for the identification of several landmarks in medical images has been popularly considered, but is time consuming, tedious, error prone and observer-dependent. On the other hand, automatic segmentation technique are highly desirable because of its robustness, improved efficiency, reliability and faster computation. Therefore, the development of an automatic segmentation technique for the medical images has become an integral part of the medical diagnosis system that yields a practical insight. However, achieving a desirable result from automatic segmentation is still challenging. This is because; variation is seen in image features for different cases, even when produced with same imaging technique. The broad aim of this thesis is to identify the robust and automatic segmentation technique overcoming the issues seen in medical images and hence can assist doctors for the evaluation and detection of several pathologies. The objective is fulfilled by developing automatic segmentation algorithms and provide solutions to tackle challenges associated in two different imaging modalities: fundus photography (2D) and breast MRI (3D). The result is a series of work associated with the problem identification, analysis and a desirable solution with qualitative and quantitative validation. Specifically, we have strengthened the state-of-the-art by making the following novel contributions: 1. The analysis of retinal blood vessel is crucial for finding several pathological disorder that manifest through human eye. Therefore, blood vessel segmentation in fundus photography has great importance in medical image analysis. From the experiment, we observed that the retinal images with lesions, exudate’s, non-uniformed illuminations and pathological artefacts have intrinsic problems such as the absence of thin vessels and detection of false vessels. In our work, we developed an automatic blood vessel segmentation framework, which is effective in analysing retinal blood vessels on noisy, pathological and abnormal retinal images. Initially, the noise is minimized with image subtraction technique using morphological operation. Then, we investigated thin and thick blood vessels separately. Thin vessels are detected using local phase-preserving denoising, line detection, local normalization, and maximum entropy thresholding. Local phase-preservation denoising removes the additional noise while preserving phase information (detailed) of the image. Thick vessels are segmented using maximum entropy thresholding. The performance of the proposed methods is carried in four popular databases (DRIVE, STARE, CHASE DB1, HRF). The result shows that the proposed segmentation method is automatic, accurate and computationally efficient. Furthermore, the proposed methods is found to be superior when compared with the other methods in the state of art. 2. The automatic optic disc (OD) segmentation is a challenging task for the images, which are under the influence of noise, uneven illumination and pathologies. As per the state-of-art, development of OD segmentation is still a challenging task because of several reasons such as 1) Ophthalmic pathologies causes the change of color, shape or depth of OD 2) Retinal pathologies (exudate, lesion), sometimes possess similar properties causing a false identification of OD. 3) Different factors like illuminations and contrast irregularities, boundary artefacts and blurred image edges makes segmentation complicated and requires pixel to pixel analysis. 4) Also the texture feature of OD vary for different images, adding more challenges, thus requiring a pre-processing step prior to the segmentation. 5) If the vessels are dense and around OD, the identification the OD boundary becomes difficult. To solve the above-mentioned challenges, a new method for the accurate localization and detection of the optic disc is developed. The process utilizes kmeans clustering over foreground and background estimated images to obtain the brightest cluster. The obtained results are merged together to estimate the OD center. The OD boundary is then estimated using circular Hough transform (CHT) using the radius and center obtained in the initial step. The boundary estimation is also obtained from superpixels method. Finally, the OD boundary pixels are identified with the geometrical model over the edge information obtained from superpixels and CHT. The experiments carried out on seven publicly available database verify the efficiency of proposed methods. In addition, the outstanding results while compared with the other proposed methods in the current state of art proves the superiority of proposed methods. 3. A novel and accurate segmentation method of the breast region of interest (BROI) and breast density (BD) in breast MRI is proposed. The precise segmentation of BROI and BD is challenging, especially in noisy magnetic resonance images (MRI) due to similar intensity levels and the closely connected boundaries between BROI and other anatomical structure such as heart, lung and pectoral muscle. The segmentation of BROI is carried out in three major steps. Initially, we utilize adaptive wiener filtering and k-means clustering to denoised image by preserving edges and unwanted artefacts. Then, active contour based level sets is used to eliminate the heart area from the denoised image. Initial contour points for the active contour methods are determined by the maximum entropy thresholding and convolution method. Finally, a pectoral muscle is removed to obtain a BROI segmentation by using a morphological operations and local adaptive thresholding methods. The segmentation of BD is obtained with 4 level fuzzy c-means (FCM) thresholding methods on the result image obtained from BROI segmentation. The validation of proposed methods is performed using the 1350 breast images from 15 female subjects. The obtained result show that the proposed method is automatic, fast and efficient. 4. The segmentation of breast lesions in breast MRI is considered as a important and challenging task in medical image analysis. Noise, intensity similarity of lesions and other tissues, and variable shape and size of lesion are the primary challenges during the process of lesion segmentation. Hence, the framework for the accurate segmentation of breast lesion from the DCE MRI image is proposed. The framework is built using max flow and min cut problems in the continuous domain over the denoised image. The proposed method is achieved in three steps. Firstly, in the pre-processing step, the post contrast and pre-contrast image are subtracted. This is followed by image registration that benefits by enhancing the tumor area. Secondly, a phase preservation denoising and pixel-wise adaptive Wiener filtering technique are used which is followed by max flow and min cut problems in the continuous domain. A denoising mechanism clears the noise in the image by preserving the useful and detailed features such as edges. Then, a tumor detection is done using continuous max flow. Finally, morphological operation is used as a post-processing step to further delineate the obtained results. The efficiency of the proposed method is verified with the series of qualitative and quantitative experiments carried out on 21 cases with two different MR image resolution. The obtained results when compared with the manually segmented results demonstrates the quality of segmentation obtained from the proposed method. The segmentation experiments for all above-mentioned four proposed algorithms are performed on Matlab R2013b running under Intel(R) core(TM) i5-4570s CPU@ 2.90 Ghz with 8GB of RAM. In an effort to test the performance of the proposed algorithms, both the public and private datasets with the manually drawn ground truth image are used. Moreover, the qualitative and quantitative measurements were used as a way to verify the robustness of the proposed algorithms. Also, the result were compared with the recent state-of-art which demonstrate the enhanced performance and advancement of the proposed methods. Finally, our overall results on the proposed methods show that the proposed algorithms are automatic, accurate and computationally efficient.

This chapter looks at what became of the council estate as the sizable class of people renting their homes from local councils ebbed away. It explains the relative endurance of the council estate and the way that it marked the outer limit of Britain's emerging property-owning democracy. The chapter also follows the career of Alice Coleman, an urban planner who critiqued council estates along these lines and in doing so caught the attention of the Thatcher government, winning funding in the 1980s to redesign many large estates. Ultimately, the chapter highlights the privatization in the context of housing and the birth of a new urban form in Britain: the private housing estate. Private housing estate refers to any large residential building or group of residential buildings that are owned by the same private developer, planned as a totality, and to which access is available only to residents. It explores the growth of these developments in East and South London in the 1980s along with the records of private residents' associations to see the new ways in which “communities” were imagined to exist in such spaces.