Community Support Organizations in Gay Neighborhoods: Assessing Engagement During the Covid-19 Pandemic

Volunteerism, grassroots activism, and mutual aid have been critical to the advancement of rights and opportunities for LGBTQ+ people. These activities are institutionally anchored within supportive organizations embedded in LGBTQ+ communities. But these supportive organizations can be stressed by external crises, such as the Covid-19 pandemic, limiting the capacity for providing routine services. This article provides a typology of community support organizations - including healthcare providers, business improvement districts, neighborhood planning organizations, and social groups and clubs - to better understand how non-governmental organizations and non-profit entities provide services not traditionally provided by government agencies for LGBTQ+ people. We characterize how community support organizations continued to provide critical services to the LGBTQ+ community - consistent with the missions and aims of these organizations - while also providing services and information related to health and safety during the Covid-19 pandemic. The article concludes with takeaway messages that synthesize the functions and services of community support organizations and explain how various types of supportive organizations in gay neighborhoods responded to the Covid-19 pandemic

Access to Public Transit and Its Infuence on Ridership for Older Adults in Two U.S. Cities

JTLU vol. 2, no.1 (2009) pp 3-27Growth in the population of older adults (age 60 and above) in coming years will challenge urban planners and transportation managers to provide travel options that support autonomy. To investigate barriers that older adults experience in using public transit, this research explores associations between older adults who do and do not ride fixed-route public transit and their neighborhood walking access to buses and trains. The research tests whether or not the distance between a trip origin or destination and a transit stop or station is a significant factor in predicting frequency of transit ridership. Data from a survey of older adults in California and New York is used to regress older adults’ frequency of riding public transit against explanatory variables, including demographic and socioeconomic variables, access and mobility measures, and neighborhood characteristics. Findings suggest that self-reported walking distance to transit has a statistically significant influence—in San José, California, but not in Buffalo, New York—in predicting transit ridership frequency. Drivers are more sensitive to walking distance than nondrivers. Models estimate that in San José, each additional five minutes in perceived walking time to transit decreases transit ridership frequency by five percent for nondrivers and by 25 percent for drivers. Older adults are likely to ride transit more often if they are male, nonwhite, and low income

Increasing Transit Ridership: Lessons from the Most Successful Transit Systems in the 1990s, MTI Report-01-22

This study systematically examines recent trends in public transit ridership in the U.S. during the 1990s. Specifically, this analysis focuses on agencies that increased ridership during the latter half of the decade. While transit ridership increased steadily by 13 percent nationwide between 1995 and 1999, not all systems experienced ridership growth equally. While some agencies increased ridership dramatically, some did so only minimally, and still others lost riders. What sets these agencies apart from each other? What explains the uneven growth in ridership

Lessons learned from a pan-European study of large housing estates : origin, trajectories of change and future prospects

The research leading to this work has received funding from the European Union’s Horizon 2020 research and innovation programme under Marie Skłodowska-Curie grant agreement number 655601. Support also came from three grants from the Estonian Research Council: Institutional Research Grant IUT2-17 on Spatial Population Mobility and Geographical Changes in Urban Regions, Infotechnological Mobility Observatory, and RITA-Ränne. The European Research Council funded this research under the European Union’s Seventh Framework Programme (FP/2007-2013)/ERC [Grant Agreement No. 615159] (ERC Consolidator Grant DEPRIVEDHOODS, Socio-spatial inequality, deprived neighbourhoods, and neighbourhood effects).Mid-twentieth-century large housing estates, which can be found all over Europe, were once seen as modernist urban and social utopias that would solve a variety of urban problems. Since their construction, many large housing estates have become poverty concentrating neighbourhoods, often with large shares of immigrants. In Northern and Western Europe, an overlap of ethnic, social and spatial disadvantages have formed as ethnic minorities, often living on low incomes, settle in the most affordable segments of the housing market. The aim of this introductory chapter is to synthesise empirical evidence about the changing fortunes of large housing estates in Europe. The evidence comes from 14 cities—Athens, Berlin, Birmingham, Brussels, Budapest, Bucharest, Helsinki, Madrid, Milan, Paris, Moscow, Prague, Stockholm and Tallinn—and is synthesised into 10 takeaway messages. Findings suggest that large housing estates are now seen as more attractive in Eastern Europe than in Western Europe. The chapter also provides a diverse set of visions and concrete intervention measures that may help to improve the fortunes of large housing estates and their residents.Publisher PD

What do contrast threshold equivalent noise studies actually measure? Noise vs. nonlinearity in different masking paradigms

The internal noise present in a linear system can be quantified by the equivalent noise method. By measuring the effect that applying external noise to the system’s input has on its output one can estimate the variance of this internal noise. By applying this simple “linear amplifier” model to the human visual system, one can entirely explain an observer’s detection performance by a combination of the internal noise variance and their efficiency relative to an ideal observer. Studies using this method rely on two crucial factors: firstly that the external noise in their stimuli behaves like the visual system’s internal noise in the dimension of interest, and secondly that the assumptions underlying their model are correct (e.g. linearity). Here we explore the effects of these two factors while applying the equivalent noise method to investigate the contrast sensitivity function (CSF). We compare the results at 0.5 and 6 c/deg from the equivalent noise method against those we would expect based on pedestal masking data collected from the same observers. We find that the loss of sensitivity with increasing spatial frequency results from changes in the saturation constant of the gain control nonlinearity, and that this only masquerades as a change in internal noise under the equivalent noise method. Part of the effect we find can be attributed to the optical transfer function of the eye. The remainder can be explained by either changes in effective input gain, divisive suppression, or a combination of the two. Given these effects the efficiency of our observers approaches the ideal level. We show the importance of considering these factors in equivalent noise studies

Walking to the bus: perceived versus actual walking distance to bus stops for older adults

The walking trip from an origin or destination to a bus stop or transit station can be a barrier to riding transit for older adults (over age 60) who may walk more slowly than others or experience declining physical mobility. This article examines the relationship between transit ridership and proximity to fixed-route transit stations using survey data for older adults in Buffalo and Erie County, New York. Demographic and socio-economic characteristics—including age, sex, race, income, possessing a driver’s license, frequency of leaving home, and personal mobility limitations—are tested but do not display, in bi-variate analysis, statistically significant differences for transit riders versus non-transit riders. However, features of the built environment—including distance (actual and perceived) between home and transit stop, transit service level, population density, number of street intersections, metropolitan location, and neighborhood crime (property and violent) rate—display statistically significant differences for transit riders versus non-transit riders. Both objective and perceived walking distances to access fixed-route transit show statistically significant differences between transit riders and non-transit riders. Average walking distance from home to transit for non-transit riders—who mostly live in suburbs—is three times greater than average walking distance between home and the nearest transit stop for transit riders—who mostly live in the central city. When asked how near a bus stop is to their homes, transit riders slightly overestimate the actual distance, while non-transit riders underestimate the distance

Access to Public Transit and Its Influence on Ridership for Older Adults in Two U.S. Cities

Growth in the population of older adults (age 60 and above) in coming years will challenge urban planners and transportation managers to provide travel options that support autonomy. To investigate barriers that older adults experience in using public transit, this research explores associations between older adults who do and do not ride fixed-route public transit and their neighborhood walking access to buses and trains. The research tests whether or not the distance between a trip origin or destination and a transit stop or station is a significant factor in predicting frequency of transit ridership. Data from a survey of older adults in California and New York is used to regress older adults’ frequency of riding public transit against explanatory variables, including demographic and socioeconomic variables, access and mobility measures, and neighborhood characteristics. Findings suggest that self-reported walking distance to transit has a statistically significant influence—in San José, California, but not in Buffalo, New York—in predicting transit ridership frequency. Drivers are more sensitive to walking distance than nondrivers. Models estimate that in San José, each additional five minutes in perceived walking time to transit decreases transit ridership frequency by five percent for nondrivers and by 25 percent for drivers. Older adults are likely to ride transit more often if they are male, nonwhite, and low income.older adults; elderly; senior citizens; public transit; access; walking; physical activity