Case studies of job access and reverse commute program: 2009-2010

This report presents perceptual, mobility and employment outcomes self-reported by 573 users of 26 transportation services funded by the Job Access and Reverse Commute (JARC) program. The respondents were predominantly low income with 42 percent reporting 2008 personal incomes less than $10,000 and two-thirds of the respondents earning$20,000 or less for the same year. Nearly half the respondents have no household vehicles. Nearly three in five respondents reported that their travel has become reliable and convenient after using the services. Workers using the services have benefitted from overall reductions in the cost of commuting to work. Close to 94 percent rated the service as being important or very important in keeping their jobs. Respondents also self-reported that the services allowed them to access a job with better pay or better working conditions, and to improve their skills. Both median hourly wages and median weekly earnings are reported to have increased since using the service for those workers who use the service to commute to work and were employed in the one-month period prior to starting use of the service. Alternative reasons may exist for these wage changes, including overall changes in the economic conditions of the locations where the services operate, as well as changes in the personal conditions of the workers that are unrelated to the JARC program in the period between starting use of the service and the time of the survey, such as graduation from job-training or school, residential relocation and so on. Because of the lack of a probability sample of services, the results cannot be generalized to the entire JARC program. Detailed case studies of the 26 services yield insights into the types of benefits that are being provided overall in these cases and the planning and programmatic environment within which they operate

How younger adults with psychosocial problems experienced person-centered health consultations

Much attention is focused on the social determinants of health. Family medicine is challenged with a growing number of vulnerable persons with psychosocial or lifestyle related problems. The objective of this work was to explore how vulnerable younger adults experience person-centered preventive health consultations with their general practitioner. The design and setting for this work were a secondary qualitative analysis of a randomized controlled trial (RCT) in Danish general practices. Younger adults (20-45) were consecutively invited to answer a screening questionnaire about psychosocial and lifestyle-related problems when visiting general practice (28 general practitioners (GPs)) for ordinary consultations. The 30% most vulnerable persons were invited to participate in a randomized controlled study. Intervention participants (n = 209) received a structured 1- hour ‘health consultation’ with their general practitioner focusing on resources and self-chosen goals and a 20-min follow-up after 3 months; control participants (n = 255) received usual care. At 1 year, 180 participants answered a follow-up postal questionnaire, of whom 135 answered the open-ended question: “Do you think the health consultation was worthwhile?”. This question was analyzed using qualitative content analysis. Six themes were prevalent: ‘Meeting the doctor in a different way’, ‘Supporting dialogue’, ‘Food for thought’, ‘Feeling better’, ‘Opportunity for change’, and the health consultations were ‘Not worthwhile’. Offering vulnerable younger adults a structured, person-centered preventive health consultation strengthened the doctor-patient relationship, allowed patients to reflect on their life situation, enhanced their perceived ability to cope with their problems and their belief in and ability to initiate wanted changes, thereby enhancing self-efficac

Case studies of job access and reverse commute program: 2009-2010

This report presents perceptual, mobility and employment outcomes self-reported by 573 users of 26 transportation services funded by the Job Access and Reverse Commute (JARC) program. The respondents were predominantly low income with 42 percent reporting 2008 personal incomes less than $10,000 and two-thirds of the respondents earning$20,000 or less for the same year. Nearly half the respondents have no household vehicles. Nearly three in five respondents reported that their travel has become reliable and convenient after using the services. Workers using the services have benefitted from overall reductions in the cost of commuting to work. Close to 94 percent rated the service as being important or very important in keeping their jobs. Respondents also self-reported that the services allowed them to access a job with better pay or better working conditions, and to improve their skills. Both median hourly wages and median weekly earnings are reported to have increased since using the service for those workers who use the service to commute to work and were employed in the one-month period prior to starting use of the service. Alternative reasons may exist for these wage changes, including overall changes in the economic conditions of the locations where the services operate, as well as changes in the personal conditions of the workers that are unrelated to the JARC program in the period between starting use of the service and the time of the survey, such as graduation from job-training or school, residential relocation and so on. Because of the lack of a probability sample of services, the results cannot be generalized to the entire JARC program. Detailed case studies of the 26 services yield insights into the types of benefits that are being provided overall in these cases and the planning and programmatic environment within which they operate

Diversity of hard-bottom fauna relative to environmental gradients in Kongsfjorden, Svalbard

A baseline study of hard-bottom zoobenthos in relation to environmental gradients in Kongsfjorden, a glacial fjord in Svalbard, is presented, based on collections from 1996 to 1998. The total species richness in 62 samples from 0 to 30 m depth along five transects was 403 species. Because 32 taxa could not be identified to species level and because 11 species are probably new to science, the total number of identified species was 360. Of these, 47 species are new for Svalbard waters. Bryozoa was the most diverse group. Biogeographic composition revealed features of both Arctic and sub-Arctic properties of the fauna. Species richness, frequency of species occurrence, mean abundance and biomass generally decreased towards the tidal glaciers in inner Kongsfjorden. Among eight environmental factors, depth was most important for explaining variance in the composition of the zoobenthos. The diversity was consistently low at shallow depths, whereas the non-linear patterns of species composition of deeper samples indicated a transitional zone between surface and deeper water masses at 15–20 m depth. Groups of “colonial” and “non-colonial” species differed in diversity, biogeographic composition and distribution by location and depth as well as in relation to other environmental factors. “Non-colonial” species made a greater contribution than “colonial” species to total species richness, total occurrence and biomass in samples, and were more influenced by the depth gradient. Biogeographic composition was sensitive to variation of zoobenthic characteristics over the studied depth range. A list of recorded species and a description of sampling sites are presented

Phylogenetic relationships in southern African Bryde's whales inferred from mitochondrial DNA : further support for subspecies delineation between the two allopatric populations

Bryde’s whales (Balaenoptera edeni) are medium-sized balaenopterids with tropical and subtropical distribution. There is confusion about the number of species, subspecies and populations of Bryde’s whale found globally. Two eco-types occur off South Africa, the inshore and offshore forms, but with unknown relationship between them. Using the mtDNA control region we investigated the phylogenetic relationship of these populations to each other and other Bryde’s whale populations. Skin, baleen and bone samples were collected from biopsy-sampled individuals, strandings and museum collections. 97 sequences of 674 bp (bp) length were compared with published sequences of Bryde’s whales (n = 6) and two similar species, Omura’s (B. omurai) and sei (B. borealis) whales (n = 3). We found eight haplotypes from the study samples: H1–H4 formed a distinct, sister clade to pelagic populations of Bryde’s whales (B. brydei) from the South Pacific, North Pacific and Eastern Indian Ocean. H5–H8 were included in the pelagic clade. H1–H4 represented samples from within the distributional range of the inshore form. Pairwise comparisons of the percentage of nucleotide differences between sequences revealed that inshore haplotypes differed from published sequences of B. edeni by 4.7–5.5% and from B. brydei by 1.8–2.1%. Ten fixed differences between inshore and offshore sequences supported 100% diagnosability as subspecies. Phylogenetic analyses grouped the South African populations within the Bryde’s-sei whale clade and excluded B. edeni. Our data, combined with morphological and ecological evidence from previous studies, support subspecific classification of both South African forms under B. brydei and complete separation from B. edeni.PostprintPeer reviewe

ATTITUDES TOWARD AN INCREASE IN GASOLINE TAXES: SURVEY RESULTS

Attitudes toward surface transportation funding--in particular, on the role of a gasoline-tax increase--are reported from a survey of about 1,200 randomly chosen individuals in Illinois. Slightly more than half of the respondents favor a gasoline-tax increase of 5 cents/gal (1.3 cents/L) to fund transportation improvements, and approximately 56% of these respondents would like the additional revenue spent on improvements for both transit and highways. Of those who do not favor a tax increase, more than 40% would like additional funding for surface transportation from other sources. Only about 3% of the residents stated that transportation needs no improvement . Opinions about a 5-cent tax increase exhibit regional variation, with Chicago residents showing the most support, downstate residents the least, and suburban respondents falling in between. Support of the tax increase also seems to decline with increasing household income--a counterintuitive result, given the somewhat regressive nature of the tax. Likewise, respondents who think traffic congestion is increasing are less likely to support higher taxes than those who believe traffic flow is improving. Lastly, those with the lowest education levels express the highest support for an increase in the gasoline tax

Costs and benefits of employment transportation for low-wage workers: An assessment of job access public transportation services

This paper focuses on an evaluation of public transportation-based employment transportation (ET) services to transport low-wage workers to jobs in the US. We make an attempt to capture a more comprehensive range of intended and unintended outcomes of ET services than those traditionally considered in the case of public transportation services. Using primary data from 23 locations across the country, we present a framework to evaluate how transportation improvements, in interaction with labor markets, can affect users’ short-run economic welfare, users’ long-run human capital accumulation and non-users’ short-run economic welfare. These services were partially funded by a specialized program – the Job Access and Reverse Commute (JARC) program – which was consolidated into larger transit funding programs by recent legislation. In the sites examined, we found that low wage users benefited from self-reported increased access to jobs, improvements in earnings potential, as well as from savings in transport cost and time. Simulations show the potential of users to accrue long-term worklife benefits. At the same time, users may have accrued changes in leisure time as a result of transitioning from unemployment to employment, and generated a range of societal impacts on three classes of non-users: the general tax-paying public, the general commuting public in the service operating area and other low-wage workers in local labor markets

Analysis of Employment Transportation Services for the JobLinks Program

Affordable and reliable transportation to work is a critical requirement for successful employment outcomes of low-wage workers. Employment Transportation services are specially funded services to transport low-income individuals to employment locations and other destinations that support work, such as job-training centers and childcare facilities. ET services have been funded by a variety of sources including the Job Access and Reverse Commute (JARC) program administered by the Federal Transit Administration (FTA) of the U.S. Department of Transportation, with match from other sources. ET services in a region are developed by means of Coordinated Human Services Transportation Plan (CHSTP), a planning mechanism to identify the transportation needs of mobility-disadvantaged individuals, including low-wage workers, seniors, persons with disabilities, and other disadvantaged groups, in coordination with public, private and non-profit organizations involved in their well-being. The objective of this report is to examine the role of workforce development agencies in the CHSTP process and to present findings regarding the labor market and mobility outcomes of low-wage workers who use ET services to access jobs and job training sites. The analysis is based on primary data collected from surveys of lead organizations responsible for developing the CHSTP and partner organizations (including workforce development agencies), in 24 urban, small urban and rural areas located in 10 federal regions. Representatives of these organizations provided insights regarding their activities relating to plan and project development. Program managers and users of a total of 26 transit-based ET services operating in these areas were also surveyed, providing insights into the nature of service operations and labor market and transportation outcomes experienced

Preparation and characterization of ZnS nanoparticles synthesized from chitosan laurate micellar solution

Synthesis of ZnS nanostructured materials has been performed in the micellar solution system, containing chitosan laurate as the surfactant. The self-assembling of the surfactant molecules in water solution can form unique architecture that can be adopted as the reaction template for the formation of nanomaterials. The synthesized nanomaterials have been characterized by energy filter transmission electron microscopy (EFTEM), Energy Dispersive X-ray Analysis (EDAX), X-ray diffractometry (XRD) and UV-Visible absorption measurement in order to determine the size, morphology, composition, crystal structure and optical behavior of the products. The spectroscopic results showed that the synthesized nanoparticles exhibited strong quantum confinement effect as the optical band gap increased significantly as compared to the bulk materials. In addition, the size of the resulting nanoparticles is greatly affected by the surfactant concentration and range from 2 to 10 nm. It was found that the nanomaterials obtained existed in face-centered cubic structure and exhibited the characteristic line broadening feature in the XRD patterns. © 2004 Elsevier B.V. All rights reserved

Activity and Travel Changes of Users of Job Access Transportation Service: Analysis of a User Survey

The Job Access and Reverse Commute (JARC) program of the FTA provides funding to improve the access to and from jobs for welfare recipients and low-income individuals. The objective of the study was to develop a comprehensive profile of JARC service riders on several economic, social, perceptual, and travel-related indicators on the basis of a data set that was collected by the authors from riders of fixed-route and demand-responsive services in 23 locations across the country that were funded by this program. The economic indicators considered include incomes of riders, full- and part-time work status, employment tenure, reported changes in employment status (transitioning from unemployment to employment), and changes in wages incurred after using the service. Social indicators include vehicle ownership, driver’s license, and educational attainment. Where possible, JARC service riders were compared with a national sample of automobile and transit users; the data for these measures were obtained from the decennial census. Two measures of perceived service dependency that indicate the importance of the service to the riders are discussed. In addition, a profile of travel-related changes incurred by riders as a result of service use is developed, including changes in mode of travel and travel times. Many of these indicators are differentiated on the basis of type of area and type of service. This analysis brings a user perspective into the discussion about low-income employment transportation services and highlights the diversity of impacts that job access transportation is having on the work and nonwork activities of low-income riders