The purpose of this thesis is to analyze changes over time in the interactions of street-involved youth with their risk environments and to investigate how their integration into local, provincial, and federal systems and services impacts their lives, health, and substance use. This thesis employs a sequential explanatory mixed methods design and uses closed and open-ended questions collected over five waves of interviews during the longitudinal study Risky Business? Experiences of Street-Involved Youth. Quantitative (n = 50) methods of analysis include descriptive statistics and bivariate comparisons complemented by a qualitative (n = 15) thematic analysis comprised of open-ended interview questions. The risk environment framework proposed by Tim Rhodes is used to highlight structural and systemic forces informing the lives of street-involved youth, allowing for an analysis on three levels of influence (micro, meso, macro) and four types of environment (economic, physical, social, policy). Results indicate that comparatively high substance use and harms of substance use among street-involved youth decrease as they become integrated into local, provincial, and federal systems and services. Intersecting demographic and structural factors correspond with higher substance use for male youth and youth who had been involved with the foster care system during their life. Given the diversity of backgrounds and risk environment experiences, street-involved youth expressed diverse opinions and perspectives regarding the effectiveness of healthcare, harm reduction, and outreach services. Policy recommendations and suggestions for future research are suggested, with the aim of developing safer environments and environment interventions for street-involved youth that reduce substance use-related harms. / Graduate

"Mémoire présenté à la faculté des études supérieures en vue de l'obtention du grade de maître en droit (LL.M.)". Ce mémoire a été accepté à l'unanimité et classé parmi les 15% des mémoires de la discipline. / Bien qu'en apparente amélioration, l'état de la sécurité maritime n'est pas aussi reluisant que ne le laissent croire les statistiques en la matière. Une série d'accidents ayant culminé avec le naufrage de l'Erika le long des côtes françaises en décembre 1999 témoignent que des failles persistent, notamment dans son système juridique. Ces failles renvoient essentiellement à l'application et au contrôle déficients des règles juridiques existantes en la matière, voire leur évitement par les acteurs y associés. Or, le susdit naufrage démontra que cette déficience n'est pas le propre de certains intervenants isolés, traditionnellement identifiés comme responsables de tous les maux dans le transport maritime, qu'il s'agisse d'armateurs « laxistes » ou d'États de pavillons « de complaisance », mais bel et bien d'un réseau entier d'acteurs. Cette « chaîne » d'acteurs responsables de l'application des règles de la sécurité maritime se révéla, en fait, particulièrement compromise dans le cas de l'Erika et des failles furent décelées dans chacune de ses composantes; allant des chantiers navals ayant construit ou réparé le navire, jusqu'aux autorités portuaires l'ayant inspecté/détenu, en passant par les propriétaires du navire, ses gestionnaires, financiers, assureurs, sociétés de classification, son État de pavillon, affréteur, capitaine et son équipage, pour ne nommer qu'eux. Ainsi, l'affaire de l'Erika révéla l'existence - et l'étendue véritable - de ce qu'il fut convenu de désigner comme une « chaîne de responsabilité » dans le domaine de la sécurité maritime. C'est, donc, cette chaîne d'acteurs et, le cas échéant, les mesures (légales et autres) élaborées en vue de sa responsabilisation accrue et de l'amélioration de sa fiabilité et, par extension, de celle du régime juridique de la sécurité maritime tout entier (en vue d'une mise en oeuvre plus efficiente des règles y afférentes), que l'on se propose d'étudier. Pour ce faire, l'on procède à partir de ce que l'on peut convenir de considérer comme étant la dualité fondamentale du concept de sécurité maritime (« maritime safety »), renvoyant, d'une part, à la sécurité des navires (« ship safety ») et, d'autre part, à la sécurité de leur exploitation et des opérations de transport (« shipping safety »). Dans l'étude de la sécurité des navires, il sera d'abord question des règles portant sur la conception, la construction, l'entretien et la répélration de ces derniers. Après un bref aperçu du cadre d'élaboration de ces règles -lui-même sans assises sûres - et de leur contenu, une analyse des acteurs chargés de leur application lors de chacune desdites opérations fera ressortir les nombreuses failles en la matière. L'on s'attardera, en second lieu, aux divers contrôles conditionnant cette sécurité, et en l'occurrence au régime de certification, d'inspections et de sanctions présent dans le domaine. L'imperfection de ce régime transparaîtra notamment de la prolifération de ces contrôles. Traditionnellement réservés aux sociétés de classification et aux États du pavillon (à la lumière du droit international), ceux-ci, jugés défaillants, en sont venus à être également exercés par les États du port et une demi-dizaine d'acteurs individuels. Il sera, donc, question de la nature et l'étendue de ces contrôles et des initiatives et développements propres à chacun. S'agissant, cette fois, de l'exploitation des navires, il sera question de la sécurité autant dans la gestion corporative maritime qu'en matière d'équipage des navires. S'agissant de gestion corporative, après une analyse de l'organisation du métier et des fonctions d'armateur, l'on s'attardera sur les pratiques mêmes de gestion au sein de l'industrie et les tentatives de régulation et d'assainissement de ces dernières (au niveau international). La sécurité en matière d'équipage, renverra, quant à elle, à la compétence de celui-ci et à ses conditions de travail - qu'elles aient trait aux rapports individuels ou collectifs - ainsi qu'aux initiatives d'amélioration de ces dernières présentes, ici aussi, au niveau international. Un bref aperçu de la controverse entourant la responsabilité du capitaine du navire suite à des accidents en mer s'ensuivra. Il sera, enfin, question des (principales) opérations de transport maritime, en l'occurrence les opérations portuaires et de navigation, mais aussi la 'fin' de ces opérations et la pratique dite du recyclage des navires. Pour ce qui est des opérations portuaires, des failles dans la sécurité transparaîtront autant au niveau des infrastructures, des services que du personnel des ports. Pour ce qui est des opérations de navigation, l'on traitera d'abord des développements affectant la sécurité dans la navigation en eaux intérieures, s'agissant des diverses aides à la navigation et services de trafic maritimes offerts par les autorités côtières, ainsi que des carences du système international de navigation en haute mer. Il sera, enfin, question de la pratique du recyclage des navires où des initiatives de la part de l'industrie ont récemment vu le jour en matière de sécurité suite à une conscientisation accrue des implications que cette pratique pouvait comporter en la matière (particulièrement du point de vue environnemental). Cette recherche est à jour en date du 30 août 2002. / Although supposedly improving, the present state of maritime safety is not as enviable as the statistics on the subject might show. A series of accidents culminating in the sinking of the Erika near the french coast on december 1999 prove that many failings persist, particularly in its legal regime. These failings essentiaIly have to do with the deficient application of the existing rules and even their avoidance by the actors involved in this field. The above-mentioned sinking showed that this deficiency and avoidance is not to be associated with a few isolated actors, traditionaIly identified as being responsible for all the problems in maritime transportation, be it 'irresponsible' shipowners or Flag States 'of convenience', but that it is to be found throughout the entire chain of actors involved in the application of the nonns relating to maritime safety. In fact, all of these actors were found to bear sorne degree of responsibility or blame for the events leading up to the Erika tragedy; from the shipbuidmg or shiprepair yards all the way up to the various port State administrations which inspected and/or detained the ship, including the ship's owners, managers, bankers, insurers, classification societies, Flag State, charterer, captain and crew, to name a few. Therefore, the Erika matter revealed the existence - and true extent - of what has come to be known as the "chain ofresponsibility" in maritime safety. It is this chain of actors and the various measures (legal and other) that have been taken to ensure its improvement and, by definition, the improvement of the legal regime of maritime safety as a whole - in view of a better application of nonns - that we attempt to analyze. In this respect, we proceed from what can be identified as the fundamental duality of the concept of maritime safety, namely ship safety and shipping safety. In analyzing ship safety we first refer to the rules having to do with the design construction, maintenance and repair of ships. Following a brief overview of the context in which these rules are drafted - itself fraught with uncertainties - and their content, a study of the actors involved in their application during each of these operations reveals the failings in this field. We then analyze the various types of controls existing in view of ensuring that this safety is maintained and in particular the certification, inspection and sanctions regime. The defects in this regime emanate from the proliferation of these diverse controls. Traditionally reserved to classification societies and flag states (as prescribed by international law), these controls are now as weIl being exercised by various port states and about half a dozen individual actors. The nature and extent of these controls is therefore analyzed as well as the various initiatives and developments relating to each. As for shipping safety, this has to do as much with the various conditions of operation of a ship as with the transport operations themselves. The conditions of operation of a ship essentially refer to the safety of its management as well as that relating to the crew. Regarding safety of management, following an overview of the nature and present-day functions of the shipowner, we study the various management practices through the industry as weIl as the recent attempts (at the international level) to regulate and improve these. As for safety matters relating to crew, these refer as much to the crew' s competence as to their working conditions aboard the ship - that they refer to their individual or collective rights - including the efforts - in the international scene as well - to regulate and improve these. A brief overview of the responsibility of the ship' s captain in the event of an accident at sea follows. The (main) transportation operations, name1y port and navigational operations as well as the regime prevailing when these 'end', namely the practice of ship recyc1ing, are, finally, analyzed. Regarrding port operations, deficiencies in safety emanate as much through port infrastructures, services as well as personnel. As for navigational operations, we first analyze the various developments relating to safety in national waters, namely navigational aids as well as vessel traffic services offered by coastal States, and then explore the failings of the international navigational system in the high seas. We finaIly, refer to the practice of ship recyc1ing where initiatives have recently been taken by the industry to improve safety matters foIlowing a better awareness of the potential implications of the practice as relates to safety (and in particular environmental) matters. This research is current as of August 30th, 2002.

Traditional personality research on accident behavior has produced conflicting opinions as to the traits that describe the "accident-prone" personality type. Other research has shown that psychosocial life stress, while partially determining the temporal onset of a variety of illnesses, may also be a factor contributing to increased accident liability. This study examined the role of temporary and stress-producing life changes in groups of accident-free and accident-involved industrial employees. The accident sample was found to have significantly higher stress over baseline during the period of accident involvement, but generally lower pre-accident levels than the non-accident sample. A cause-effect analysis of the data from within the accident-involved sample proved inconclusive. Several implications for future research and managerial actions to alleviate stress were also discussed.

It was the objective of this study to determine to what extent automobile driving records may be used in predicting the occurrance of pilot-error aircraft accidents. An analysis was conducted on all pilot-error aircraft accidents in the state of Utah during the time period of January 1, 1972 through December 31, 1973. Although the total calculations were not significant, the evidence indicates that the pilot who receives many automobile driving citations will be involved in more pilot-error aircraft accidents. A trend was established with age and the Weighted Citation Index, with 70.69 percent of the grouped classes correctly classified.

Street-involved women with co-occurring disorders experience distinct and overwhelming health and social issues, while facing considerable barriers to appropriate and helpful services. Street Connections, a Population and Public Health program, provides services to this and other street-involved aggregates using Harm Reduction and mobile outreach to prevent sexually transmitted infections and blood borne pathogens. Three conceptual frameworks, Gender-based Analysis, the Comprehensive, Continuous, Integrated System of Care, and Harm Reduction guided the practicum. The purpose of the practicum was to develop policy/practice recommendations for Street Connections regarding service enhancement for this aggregate. Literature-based best-practices were compared to three agency case studies of programs providing services to this aggregate including Street Connections, the Program of Assertive Community Treatment, and Dream Catchers. Data, consisting of agency documents and person-centered interviews with nine staff, were analyzed using open coding to identify themes. Recommendations incorporate gender-based analysis, recovery, access, engagement, screening, integrated services, and staff development/support. / October 2007

Bakgrund: Med anledning av Sveriges ökade ekologiska konsumtion så kommer denna uppsats vidare undersöka ekologisk konsumtion som fenomen och hur företag bör arbeta för att på bästa sätt lyckas nå långsiktig överlevnad med just ekologi som grund. Problem: Vilka faktorer är viktiga för företags beslut om marknadsföringsstrategier gällande ekologiska varor, för att nå långsiktig överlevnad? Syfte: Syftet med den här uppsatsen är att analysera och utvärdera konsumentbeteende med avseende på ekologisk konsumtion.  Metod: Undersökningen är kvalitativ och kommer att bearbetas utefter en hermeneutisk och systemteoretisk ansats. För att kunna svara till problem och syfte kommer befintliga teorier att användas.  Teoretiska perspektiv: Utbytesperspektiv, utvecklingsperspektiv  Teorier: Mervärdesteorin, involveringsteorin, marknadsföringsmixen, konsumentbeteende, totalkommunikation, värdekedja och värdestjärna. Empiri: För det empiriska underlaget har sju stycken konsumenter och en branschrepresentant intervjuats. Analys: Empirin har analyserats utefter de faktorer författarna givit som centrala för att svara till problem och syfte. Författarna har efter operationalisering kunnat dela in respondenterna i en matris baserad på involveringsgrad till ekologi. Detta för att göra det enkelt att följa uppsatsens röda tråd. Resultat: Författarna menar att det är involveringsgraden till ekologi, om den är hög, som är avgörande för konsumtion av ekologiska varor. Vid låg grad av involvering är kopplingen till ekologisk övertygelse svår att skönja. Slutsats: De faktorer som är viktiga för företag, om de ska nå långsiktig överlevnad baserad på ekologi, är höginvolverade kunder som passerat den ekologiska tröskeln, företagen skall således arbeta utifrån värdeskapande processer.

This thesis is comprised of three studies examining the effects of pet ownership on street-involved youth in Ontario. As a relatively new area of study, issues surrounding pet ownership among homeless youth were first explored qualitatively. The first two studies utilized a series of one-on-one interviews with both pet-owning youth and youth service professionals to determine the major roles, relationships, challenges and effects that pets have in the lives of street-involved youth. The four themes that emerged from both of these interview groups included “pet before self” where youth placed the needs of their pet ahead of their own, physical effects of pet ownership, emotional effects of pet ownership, and the benefits and liabilities of pet ownership. Findings related to these themes, such as the strength of the human-animal bond and pets as drivers of change are discussed. Information derived from the qualitative interviews with pet-owning youth and youth workers contributed to the development of a questionnaire administered to a convenience sample of 89 pet-owning street-involved youth and 100 street-involved youth who were not pet owners in four urban centres in Ontario. This study sought to validate findings from previous qualitative research, provide descriptive information on the pet-owning youth population, their pets, and their human-animal relationship, as well as assess pet attachment based on the Lexington Attachment to Pets Scale. Additionally, pet owners and non-pet owners were compared in terms of depression based on the Center for Epidemiologic Studies Depression Scale, shelter use and drug use. The findings include a universally high level of pet attachment among this unique pet owning population, providing opportunity for youth to experience not only beneficial emotional and social support, but also the negative emotional consequences of pet loss. Pet ownership was also demonstrated to be significantly and negatively correlated with regular shelter use. Through logistic modelling and controlling for participant gender and regular drug use (of drugs other than cigarettes, alcohol, and marijuana), pet ownership was found to be negatively associated with depression. Using both qualitative and quantitative methodologies, this thesis provides evidence of the beneficial as well as the potential negative impacts of pet ownership for street-involved youth. It also provides the first quantitative description of this population and their human-animal relationship, while demonstrating support for further research into the effects of pet ownership on street-involved youth, and consideration for expanded education and service provision to support youth and their pets among youth services. / Anonymous, Ontario Veterinary College Deans Office

Bien qu'en apparente amélioration, l'état de la sécurité maritime n'est pas aussi reluisant que ne le laissent croire les statistiques en la matière. Une série d'accidents ayant culminé avec le naufrage de l'Erika le long des côtes françaises en décembre 1999 témoignent que des failles persistent, notamment dans son système juridique. Ces failles renvoient essentiellement à l'application et au contrôle déficients des règles juridiques existantes en la matière, voire leur évitement par les acteurs y associés. Or, le susdit naufrage démontra que cette déficience n'est pas le propre de certains intervenants isolés, traditionnellement identifiés comme responsables de tous les maux dans le transport maritime, qu'il s'agisse d'armateurs « laxistes » ou d'États de pavillons « de complaisance », mais bel et bien d'un réseau entier d'acteurs. Cette « chaîne » d'acteurs responsables de l'application des règles de la sécurité maritime se révéla, en fait, particulièrement compromise dans le cas de l'Erika et des failles furent décelées dans chacune de ses composantes; allant des chantiers navals ayant construit ou réparé le navire, jusqu'aux autorités portuaires l'ayant inspecté/détenu, en passant par les propriétaires du navire, ses gestionnaires, financiers, assureurs, sociétés de classification, son État de pavillon, affréteur, capitaine et son équipage, pour ne nommer qu'eux. Ainsi, l'affaire de l'Erika révéla l'existence - et l'étendue véritable - de ce qu'il fut convenu de désigner comme une « chaîne de responsabilité » dans le domaine de la sécurité maritime. C'est, donc, cette chaîne d'acteurs et, le cas échéant, les mesures (légales et autres) élaborées en vue de sa responsabilisation accrue et de l'amélioration de sa fiabilité et, par extension, de celle du régime juridique de la sécurité maritime tout entier (en vue d'une mise en oeuvre plus efficiente des règles y afférentes), que l'on se propose d'étudier. Pour ce faire, l'on procède à partir de ce que l'on peut convenir de considérer comme étant la dualité fondamentale du concept de sécurité maritime (« maritime safety »), renvoyant, d'une part, à la sécurité des navires (« ship safety ») et, d'autre part, à la sécurité de leur exploitation et des opérations de transport (« shipping safety »). Dans l'étude de la sécurité des navires, il sera d'abord question des règles portant sur la conception, la construction, l'entretien et la répélration de ces derniers. Après un bref aperçu du cadre d'élaboration de ces règles -lui-même sans assises sûres - et de leur contenu, une analyse des acteurs chargés de leur application lors de chacune desdites opérations fera ressortir les nombreuses failles en la matière. L'on s'attardera, en second lieu, aux divers contrôles conditionnant cette sécurité, et en l'occurrence au régime de certification, d'inspections et de sanctions présent dans le domaine. L'imperfection de ce régime transparaîtra notamment de la prolifération de ces contrôles. Traditionnellement réservés aux sociétés de classification et aux États du pavillon (à la lumière du droit international), ceux-ci, jugés défaillants, en sont venus à être également exercés par les États du port et une demi-dizaine d'acteurs individuels. Il sera, donc, question de la nature et l'étendue de ces contrôles et des initiatives et développements propres à chacun. S'agissant, cette fois, de l'exploitation des navires, il sera question de la sécurité autant dans la gestion corporative maritime qu'en matière d'équipage des navires. S'agissant de gestion corporative, après une analyse de l'organisation du métier et des fonctions d'armateur, l'on s'attardera sur les pratiques mêmes de gestion au sein de l'industrie et les tentatives de régulation et d'assainissement de ces dernières (au niveau international). La sécurité en matière d'équipage, renverra, quant à elle, à la compétence de celui-ci et à ses conditions de travail - qu'elles aient trait aux rapports individuels ou collectifs - ainsi qu'aux initiatives d'amélioration de ces dernières présentes, ici aussi, au niveau international. Un bref aperçu de la controverse entourant la responsabilité du capitaine du navire suite à des accidents en mer s'ensuivra. Il sera, enfin, question des (principales) opérations de transport maritime, en l'occurrence les opérations portuaires et de navigation, mais aussi la 'fin' de ces opérations et la pratique dite du recyclage des navires. Pour ce qui est des opérations portuaires, des failles dans la sécurité transparaîtront autant au niveau des infrastructures, des services que du personnel des ports. Pour ce qui est des opérations de navigation, l'on traitera d'abord des développements affectant la sécurité dans la navigation en eaux intérieures, s'agissant des diverses aides à la navigation et services de trafic maritimes offerts par les autorités côtières, ainsi que des carences du système international de navigation en haute mer. Il sera, enfin, question de la pratique du recyclage des navires où des initiatives de la part de l'industrie ont récemment vu le jour en matière de sécurité suite à une conscientisation accrue des implications que cette pratique pouvait comporter en la matière (particulièrement du point de vue environnemental). Cette recherche est à jour en date du 30 août 2002. / Although supposedly improving, the present state of maritime safety is not as enviable as the statistics on the subject might show. A series of accidents culminating in the sinking of the Erika near the french coast on december 1999 prove that many failings persist, particularly in its legal regime. These failings essentiaIly have to do with the deficient application of the existing rules and even their avoidance by the actors involved in this field. The above-mentioned sinking showed that this deficiency and avoidance is not to be associated with a few isolated actors, traditionaIly identified as being responsible for all the problems in maritime transportation, be it 'irresponsible' shipowners or Flag States 'of convenience', but that it is to be found throughout the entire chain of actors involved in the application of the nonns relating to maritime safety. In fact, all of these actors were found to bear sorne degree of responsibility or blame for the events leading up to the Erika tragedy; from the shipbuidmg or shiprepair yards all the way up to the various port State administrations which inspected and/or detained the ship, including the ship's owners, managers, bankers, insurers, classification societies, Flag State, charterer, captain and crew, to name a few. Therefore, the Erika matter revealed the existence - and true extent - of what has come to be known as the "chain ofresponsibility" in maritime safety. It is this chain of actors and the various measures (legal and other) that have been taken to ensure its improvement and, by definition, the improvement of the legal regime of maritime safety as a whole - in view of a better application of nonns - that we attempt to analyze. In this respect, we proceed from what can be identified as the fundamental duality of the concept of maritime safety, namely ship safety and shipping safety. In analyzing ship safety we first refer to the rules having to do with the design construction, maintenance and repair of ships. Following a brief overview of the context in which these rules are drafted - itself fraught with uncertainties - and their content, a study of the actors involved in their application during each of these operations reveals the failings in this field. We then analyze the various types of controls existing in view of ensuring that this safety is maintained and in particular the certification, inspection and sanctions regime. The defects in this regime emanate from the proliferation of these diverse controls. Traditionally reserved to classification societies and flag states (as prescribed by international law), these controls are now as weIl being exercised by various port states and about half a dozen individual actors. The nature and extent of these controls is therefore analyzed as well as the various initiatives and developments relating to each. As for shipping safety, this has to do as much with the various conditions of operation of a ship as with the transport operations themselves. The conditions of operation of a ship essentially refer to the safety of its management as well as that relating to the crew. Regarding safety of management, following an overview of the nature and present-day functions of the shipowner, we study the various management practices through the industry as weIl as the recent attempts (at the international level) to regulate and improve these. As for safety matters relating to crew, these refer as much to the crew' s competence as to their working conditions aboard the ship - that they refer to their individual or collective rights - including the efforts - in the international scene as well - to regulate and improve these. A brief overview of the responsibility of the ship' s captain in the event of an accident at sea follows. The (main) transportation operations, name1y port and navigational operations as well as the regime prevailing when these 'end', namely the practice of ship recyc1ing, are, finally, analyzed. Regarrding port operations, deficiencies in safety emanate as much through port infrastructures, services as well as personnel. As for navigational operations, we first analyze the various developments relating to safety in national waters, namely navigational aids as well as vessel traffic services offered by coastal States, and then explore the failings of the international navigational system in the high seas. We finaIly, refer to the practice of ship recyc1ing where initiatives have recently been taken by the industry to improve safety matters foIlowing a better awareness of the potential implications of the practice as relates to safety (and in particular environmental) matters. This research is current as of August 30th, 2002. / "Mémoire présenté à la faculté des études supérieures en vue de l'obtention du grade de maître en droit (LL.M.)". Ce mémoire a été accepté à l'unanimité et classé parmi les 15% des mémoires de la discipline.

Tyrimo tikslas: Atskleisti mokinių ir mokytojų požiūrį į pamokų jaunimo mokykloje lankomumo gerinimo galimybes. Darbas skirtas pasigilinti į Jaunimo mokykloje besimokančių mokinių, mokyklos nelankymo ir mokymosi nesėkmių priežastis bei paieškoti mokiniams priimtinų šių problemų sprendimo būdų. Didžiausias indėlis į šį darbą yra praktinės, pačių mokinių pasiūlytos veiklos ir problemų sprendimo būdai, kurie padėjo jaunimo mokyklos mokiniams pasijausti svarbiais, reikalingais, atsakingais ir gebančiais rasti reikalingas strategijas jų kasdieniniams rūpesčiams spręsti. Dėl mokinių besimokančių jaunimo mokykloje unikalumo, reikalingas ir unikalus ugdomasis procesas pritaikytas prie tokių mokinių poreikių, jų gebėjimų ir galimybių. Ko reikia, kad toks procesas būtų organizuojamas geriausiai žino patys jaunimo mokyklos bendruomenės nariai; vadovai, administracijos darbuotojai, mokytojai, mokinių tėvai ir svarbiausia patys mokiniai. Todėl jaunimo mokykloje mokinių ugdymas turi būti organizuojamas atsižvelgiant į pačių mokinių siūlomus jiems aktualių problemų sprendimo būdus ir pirmiausia ne siekiant jų aukštų mokymosi rezultatų, bet padedant jiems socialiai integruotis sprendžiant tam tikras jų pačių ir visuotinai suvoktas bei pripažintas, nepageidaujamas problemas. Šis tyrimas įtraukė mokinius į procesą ieškant atsakymo ką daryti, kad pagerėtų lankomumas, pažangumas, bendravimas su mokytojais ir būtų kuriama saugesnė aplinka bei kuriami... [toliau žr. visą tekstą] / The work is set to look deeper into the Youth school pupils’ attendance and learning and look for reasons of the failure of students learning and find acceptable solutions. The biggest contribution of this work is practical, students proposed activities and problem-solving techniques that have helped youth school students to feel important, needed, responsible and able to find the necessary strategies to address their daily concerns. Due to the unique of students studying in the youth school, a unique educational process is necessary corresponding to the needs of these students, their abilities and capabilities. What is needed, that such a process is organized well is best known by youth school community, administrative staff, teachers, parents and most importantly the students themselves. Therefore, youth school students learning has to be organized according to the students' proposed solutions to current problems, and not primarily for their high educational achievement, but also help their social integration in solving some of their generally understood and recognized unwanted problems. This study involved students in the process of searching for an answer what to in order to improve attendance, excellence, communication with teachers so as to create a safer environment and develop better interpersonal relationships. The study is useful not only in the school it was carried out, but it can also be useful for other youth schools and non-formal education organizations that... [to full text]

Street-involved women with co-occurring disorders experience distinct and overwhelming health and social issues, while facing considerable barriers to appropriate and helpful services. Street Connections, a Population and Public Health program, provides services to this and other street-involved aggregates using Harm Reduction and mobile outreach to prevent sexually transmitted infections and blood borne pathogens. Three conceptual frameworks, Gender-based Analysis, the Comprehensive, Continuous, Integrated System of Care, and Harm Reduction guided the practicum. The purpose of the practicum was to develop policy/practice recommendations for Street Connections regarding service enhancement for this aggregate. Literature-based best-practices were compared to three agency case studies of programs providing services to this aggregate including Street Connections, the Program of Assertive Community Treatment, and Dream Catchers. Data, consisting of agency documents and person-centered interviews with nine staff, were analyzed using open coding to identify themes. Recommendations incorporate gender-based analysis, recovery, access, engagement, screening, integrated services, and staff development/support.