Final Thoughts

As this issue of Carolina Planning presents, communities across North Carolina are developing innovative ways to link transportation and economic development and create transport networks that meet citizens’ needs. The solutions are diverse, but the overall focus has shifted from mobility, as an end in itself, to accessibility. Charlotte has emphasized investment in light rail coupled with new development around stations. Wilmington is developing a plan to make streets safer and more comfortable for walking and biking. Asheville is considering placing workforce housing near downtown to decrease commute times

Innovative health care mobility services in the US

Background Transportation barriers prevent millions of people from accessing health care each year. Health policy innovations such as shared savings payment models (commonly used in accountable care organizations) present financial incentives for providers to offer patient transportation to medical care. Meanwhile, ridesourcing companies like Uber and Lyft have entered the market to capture a significant share of spending on non-emergency health care transportation. Our research examines the current landscape of innovative health care mobility services in the US. Methods We conducted an environmental scan to identify case examples of utilization of ridesourcing technology to facilitate non-emergency health care transportation and developed a typology of innovative health care mobility services. The scan used a keyword-based search of news publications with inductive analysis. For each instance identified, we abstracted key information including: stakeholders, launch date, transportation provider, location/service area, payment/booking method, target population, level of service, and any documented outcomes. Results We discovered 53 cases of innovation and among them we identified three core types of innovation or collaboration. The first and most common type of innovation is when a health care provider leverages ridesourcing technology to book patient trips. This involves both established and nascent transportation companies tailoring the ridesourcing experience to the health care industry by adding HIPAA-compliance to the booking process. The second type of innovation involves an insurer or health plan formally partnering with a ridesourcing company to expand transportation offerings to beneficiaries or offer these services for the first time. The third type of innovation is when a paratransit provider partners with a ridesourcing company; these cases cite increased flexibility and reliability of ridesourcing services compared to traditional paratransit. Conclusions Ridesourcing options are becoming a part of the mode choice set for patients through formal partnerships between ridesourcing companies, health care providers, insurers, and transit agencies. The on-demand nature of rides, booking flexibility, and integration of ride requests and payment options via electronic medical records appear to be the strongest drivers of this innovation. Document type: Articl

Activity patterns, time use, and travel of millennials: a generation in transition?

Millennials, defined in this study as those born between 1979 and 2000, became the largest population segment in the United States in 2015. Compared to recent previous generations, they have been found to travel less, own fewer cars, have lower driver’s licensure rates, and use alternative modes more. But to what extent will these differences in behaviour persist as millennials move through various phases of the lifecycle? To address this question, this paper presents the results of a longitudinal analysis of the 2003--2013 American Time Use Survey data series. In early adulthood, younger millennials (born 1988--1994) are found to spend significantly more time in-home than older millennials (born 1979--1985), which indicates that there are substantial differences in activity-time use patterns across generations in early adulthood. Older millennials are, however, showing activity-time use patterns similar to their prior generation counterparts as they age, although some differences -- particularly in time spent as a car driver -- persist. Millennials appear to exhibit a lag in adopting the activity patterns of predecessor generations due to delayed lifecycle milestones (e.g. completing their education, getting jobs, marrying, and having children) and lingering effects of the economic recession, suggesting that travel demand will resume growth in the future

Apatite: a U-Pb thermochronometer or geochronometer?

Apatite is an accessory mineral that is frequently found in both igneous and clastic sedimentary rocks. It is conventionally considered to be characterized by a closure temperature range between 375 and 600 °C and hence has been employed to address mid-temperature thermochronology questions relevant to the reconstruction of thermal events in the middle to lower crust. However, questions remain as to whether apatite faithfully records thermally-activated volume diffusion profiles, or rather is influenced by recrystallization and new growth processes. We present a case study of two apatite samples from the Akia Terrane in Greenland that help chart some of the post magmatic history of this region. Apatite in a tonalitic gneiss has distinct U-enriched rims and its U-Pb apparent ages correlate with Mn chemistry, with a high Mn group yielding an age of c. 2813 Ma. The U-Pb and trace element chemistry and morphology support an interpretation in which these apatite crystals are originally igneous and record cooling after metamorphism, with subsequent generation of discrete new rims. Epidote observed in the sample implies a <600 °C fluid infiltration event associated with apatite rims. The second sample, from a granitic leucosome, contains apparently homogeneous apatite, however U-Pb analyses define two distinct discordia arrays with different common Pb components. An older, c. 2490 Ma, component is associated with elevated Sr, whereas a younger, c. 1800 Ma, component has lower Sr concentration. A depth profile reveals an older core with progressively younger ages towards a compositionally discrete late Paleoproterozoic rim. The chemical and age profiles do not directly correspond, implying different diffusion rates between trace elements and U and Pb. The variation in core ages is interpreted to reflect radiogenic-Pb loss from a metamorphic population during new rim growth. The younger, c. 1800 Ma U-Pb age is interpreted to date new apatite growth from a compositionally distinct reservoir driven by tectonothermal and fluid activity, consistent with regional mica Ar-Ar ages. Results from these two samples show that recrystallization, dissolution and regrowth processes likely formed the younger rim overgrowths, and at temperatures below those often considered to be closure temperatures for Pb diffusion in apatite. The results from these samples imply many apatite grains may not record simple thermally activated Pb diffusion profiles and cautions against inversion of apatite U-Pb data to thermal histories without detailed knowledge of the grain growth/alteration processes

Travel Behavior, Residential Preference, and Urban Design: A Multi-Disciplinary National Analysis

This report summarizes the findings of a national project to examine the travel behavior, social capital, health, and lifestyle preferences of residents of neotraditional developments (NTD) compared to more standard suburban developments. We compare survey results from residents of matched pairs of neighborhoods in seventeen U.S. cities and towns, with each pair comprised of one NTD and one typical suburban neighborhood of similar size, age, and socio-demographic composition. The study addresses salient themes in the transportation, planning and health literatures: a national study, surveying populations of diverse incomes, collecting resident information on preferences for and attitudes towards neighborhood qualities, and addressing transportation and health outcomes for diverse community designs

Tectonic controls on sediment provenance evolution in rift basins: Detrital zircon U–Pb and Hf isotope analysis from the Perth Basin, Western Australia

The role of tectonics in controlling temporal and spatial variations in sediment provenance during the evolution of extensional basins from initial rifting to continental breakup and passive margin development are not well established. We test the influence of tectonics in a rift basin that has experienced minimal uplift but significant extension throughout its history: the Perth Basin, Western Australia. We use published zircon U–Pb and Hf isotope data from basin inception through to continental drift and complement this with new data from samples deposited synchronously with the continental breakup of eastern Gondwana. Three primary source regions are inferred, namely the Archean Yilgarn Craton to the east, the Paleo- and Mesoproterozoic Albany–Fraser–Wilkes Orogen to the south and east, and the Mesoproterozoic and Ediacaran–Cambrian Pinjarra Orogen underlying the rift basin and comprising the dominant crustal components to the west and southwest. From mid-Paleozoic basin inception to Early Cretaceous breakup of eastern Gondwana, drainage in the Perth Basin was primarily north- to northwest-directed as evidenced by the dominant Mesoproterozoic detrital zircon cargo, paleodrainage patterns and paleocurrent directions. Thus, provenance was primarily parallel to the rift axis and perpendicular to the extension direction, particularly during periods of thermal subsidence. During episodes of mechanical extension, detrital zircon ages are polymodal and consistently dominated by Paleo- and Mesoproterozoic grains derived from the Albany–Fraser–Wilkes Orogen, but with significant Archean and Neoproterozoic inputs from the rift margins. It is inferred that during mechanical extension the rate of subsidence exceeded sediment supply, which generated basin-margin scarps and enhanced direct input from the rift shoulders. Detrital zircon spectra from temporally-equivalent samples at the rift margin and in the rift axis reveal that distinct sedimentary routing operated on the flanks. In summary, sediment provenance in the Perth Basin (and probably other rift basins) is tectonically controlled by: (1) extension direction, (2) episodes of mechanical extension (rift) or thermal subsidence (post-rift), and (3) proximity to rift axis or rift margin

Reliability and validity of the Safe Routes to school parent and student surveys

Abstract Background The purpose of this study is to assess the reliability and validity of the U.S. National Center for Safe Routes to School's in-class student travel tallies and written parent surveys. Over 65,000 tallies and 374,000 parent surveys have been completed, but no published studies have examined their measurement properties. Methods Students and parents from two Charlotte, NC (USA) elementary schools participated. Tallies were conducted on two consecutive days using a hand-raising protocol; on day two students were also asked to recall the previous days' travel. The recall from day two was compared with day one to assess 24-hour test-retest reliability. Convergent validity was assessed by comparing parent-reports of students' travel mode with student-reports of travel mode. Two-week test-retest reliability of the parent survey was assessed by comparing within-parent responses. Reliability and validity were assessed using kappa statistics. Results A total of 542 students participated in the in-class student travel tally reliability assessment and 262 parent-student dyads participated in the validity assessment. Reliability was high for travel to and from school (kappa > 0.8); convergent validity was lower but still high (kappa > 0.75). There were no differences by student grade level. Two-week test-retest reliability of the parent survey (n = 112) ranged from moderate to very high for objective questions on travel mode and travel times (kappa range: 0.62 - 0.97) but was substantially lower for subjective assessments of barriers to walking to school (kappa range: 0.31 - 0.76). Conclusions The student in-class student travel tally exhibited high reliability and validity at all elementary grades. The parent survey had high reliability on questions related to student travel mode, but lower reliability for attitudinal questions identifying barriers to walking to school. Parent survey design should be improved so that responses clearly indicate issues that influence parental decision making in regards to their children's mode of travel to school

Spatial and Temporal Trends in Travel for COVID-19 Vaccinations

Highlights : Disparities in distances people traveled for vaccinations by demographics exist. Males and White people traveled longer distances for vaccination appointments. Travel distances of over 10 miles for vaccination likely required motorized transportation. Introduction: Understanding spatial and temporal trends in travel for COVID-19 vaccinations by key demographic characteristics (i.e., gender, race, age) is important for ensuring equitable access to and increasing distribution efficiency of vaccines and other health services. The aim of this study is to examine trends in travel distance for COVID-19 vaccinations over the course of the vaccination rollout in North Carolina. Methods: Data were collected using electronic medical records of individuals who had first- or single-dose COVID-19 vaccination appointments through UNC Health between December 15, 2020, and August 31, 2021 (N = 204,718). Travel distances to appointments were calculated using the Euclidean distance from individuals’ home ZIP code centroids to clinic addresses. Descriptive statistics and multivariable regression models with individuals’ home ZIP codes incorporated as fixed effects were used to examine differences in travel distances by gender, race, and age. Results: Males and White individuals traveled significantly farther for vaccination appointments throughout the vaccination rollout. On average, females traveled 14. 4 miles, 3.5% shorter distances than males; Black individuals traveled 13.6 miles, 10.0% shorter distances than White individuals; and people aged 65 and older traveled 14.5 miles, 2.6% longer distances than younger people living in the same ZIP code. Conclusions: Controlling for socioeconomic status and spatial proximity to vaccination clinics at the ZIP code level, males and White individuals traveled longer distances for vaccination appointments, demonstrating more ability to travel for vaccinations. Results indicate a need to consider differential ability to travel to vaccinations by key demographic characteristics in COVID-19 vaccination programs and future mass health service delivery efforts

Geochemical and microstructural characterisation of two species of cool-water bivalves (Fulvia tenuicostata and Soletellina biradiata) from Western Australia

The shells of two marine bivalve species (Fulvia tenuicostata and Soletellina biradiata) endemic to south Western Australia have been characterised using a combined crystallographic, spectroscopic and geochemical approach. Both species have been described previously as purely aragonitic; however, this study identified the presence of three phases, namely aragonite, calcite and Mg-calcite, using XRD analysis. Data obtained via confocal Raman spectroscopy, electron probe microanalysis and laser ablation inductively coupled plasma mass spectrometry (LA-ICP-MS) show correlations between Mg • S and Mg • P in F. tenuicostata and between Sr • S and S • Ba in S. biradiata. The composition of the organic macromolecules that constitute the shell organic matrix (i.e. the soluble phosphorus-dominated and/or insoluble sulfur-dominated fraction) influences the incorporation of Mg, Sr and Ba into the crystal lattice. Ionic substitution, particularly Ca2+ by Mg2+ in calcite in F. tenuicostata, appears to have been promoted by the combination of both S- and P-dominated organic macromolecules. The elemental composition of these two marine bivalve shells is species specific and influenced by many factors, such as crystallographic structure, organic macromolecule composition and environmental setting. In order to reliably use bivalve shells as proxies for paleoenvironmental reconstructions, both the organic and inorganic crystalline material need to be characterised to account for all influencing factors and accurately describe the "vital effect"

Transportation barriers to care among frequent health care users during the COVID pandemic

Background: Transportation problems are known barriers to health care and can result in late arrivals and delayed or missed care. Groups already prone to greater social and economic disadvantage, including low-income individuals and people with chronic conditions, encounter more transportation barriers and experience greater negative health care consequences. Addressing transportation barriers is important not only for mitigating adverse health care outcomes among patients, but also for avoiding additional costs to the health care system. In this study, we investigate transportation barriers to accessing health care services during the COVID-19 pandemic among high-frequency health care users. Methods: A web-based survey was administered to North Carolina residents aged 18 and older in the UNC Health system who were enrolled in Medicaid or Medicare and had at least six outpatient medical appointments in the past year. 323 complete responses were analyzed to investigate the prevalence of reporting transportation barriers that resulted in having arrived late to, delayed, or missed care, as well as relationships between demographic and other independent variables and transportation barriers. Qualitative analyses were performed on text response data to explain transportation barriers. Results: Approximately 1 in 3 respondents experienced transportation barriers to health care between June 2020 and June 2021. Multivariate logistic regressions indicate individuals aged 18–64, people with disabilities, and people without a household vehicle were significantly more likely to encounter transportation barriers. Costs of traveling for medical appointments and a lack of driver or car availability emerged as major transportation barriers; however, respondents explained that barriers were often complex, involving circumstantial problems related to one’s ability to access and pay for transportation as well as to personal health. Conclusions: To address transportation barriers, we recommend more coordination between transportation and health professionals and the implementation of programs that expand access to and improve patient awareness of health care mobility services. We also recommend transportation and health entities direct resources to address transportation barriers equitably, as barriers disproportionately burden younger adults under age 65 enrolled in public insurance programs