Identity refusal: distancing from non-drinking in a drinking culture

Following Scott’s (2018) sociology of nothing, we focus on the process of non-identification, wherein young adults seek to manage the risk of being marked by their non-participation in an important cultural practice. Drawing on qualitative interviews with undergraduate students we develop two overall identity refusal positions (resistance and othering), through which informants seek to disengage with the collective identity of the non-drinker. These positions are underlined by four categories of identity talk: denial and temporal talk (distancing through resistance), and disconnect and concealment talk (distancing through othering), which are used to repudiate non-drinking as culturally and personally meaningful respectively. We contribute understandings of how identities can be performed through active omission, developing Scott’s conceptualization and demonstrating how this can be a potentially planful process, depending on the extent to which individuals credit a particular object or activity with being a ‘something’

Supporting Worth Mapping with Sentence Completion

Expectations for design and evaluation approaches are set by the development practices within which they are used. Worth Centred Development (WCD) seeks to both shape and fit such practices. We report a study that combined two WCD approaches. Sentence completion gathered credible quantitative data on user values, which were used to identify relevant values and aversions of two player groups for an online gambling site. These values provided human value elements for a complementary WCD approach of worth mapping. Initial worth maps were extended in three workshops, which focused on outcomes and user experiences that could be better addressed in the current product and associated marketing materials. We describe how worth maps were prepared for, and presented in, workshops, and how product owners and associated business roles evaluated the combination of WCD approaches. Based on our experiences, we offer practical advice on this combinination

Exploring the relations in relational engagement:Addressing barriers to transformative consumer research

Marketing academics are increasingly seeking societal impact from their work yet still encounter problems in creating and sustaining meaningful relationships with those whom their work seeks to help. We use an empirical investigation to identify and propose solutions to the key barriers that impede the initiation and development of impactful relationships between marketing academics and Social Impact Organizations (SIOs). The investigation entailed 20 interviews with SIOs and Knowledge Exchange (KE) professionals in the US, UK and France. The main barriers hindering relationships are differing perspectives on resources, goal misalignment and misconceptions about the other party. Potential solutions include: involving both parties in structured activities for initializing collaboration; planning resource investment in research; engaging with KE professionals to facilitate goal alignment and to broker communications; increasing academic visibility in SIO communities; using teaching as a springboard to develop collaborations; supporting SIO-led initiatives and finding creative ways to overcome time incongruity

Acute myocardial infarction, associated with the use of a synthetic adamantyl-cannabinoid: a case report

BACKGROUND: “Legal highs” are novel psychoactive substances that have evaded statutory control. Synthetic cannabinoid compounds with adamantane moieties have recently been identified, which have high potency at target receptors and are undetectable on conventional toxicology testing. However, little is known about any harmful effects, and their potential to cause serious ill health. We describe a case of myocardial infarction following the use of this class of drug. CASE PRESENTATION: We report the case of a 39-year-old man admitted after an out-of-hospital cardiac arrest, in whom ECG and elevated cardiac enzymes confirmed ST-elevation myocardial infarction. Normal coronary perfusion was restored after thrombectomy and coronary artery stenting. In the hours preceding his admission, the patient is known to have consumed the legal high product “Black Mamba”. Subsequent urine testing confirmed the presence of an adamantyl-group synthetic cannabinoid, whilst cannabis, cocaine, amphetamines and other drugs of abuse were not detected. CONCLUSION: The use of legal highs is being increasingly recognised, but the chemical compositions and physiological effects of these drugs are poorly characterised and are continually changing. Synthetic cannabinoids, rarely identified on toxicological testing, can be linked to serious adverse cardiovascular events. This case highlights the importance of testing for novel psychoactive compounds, and recognising their potential to cause life-threatening conditions

Preseason changes in markers of lower body fatigue and performance in young professional rugby union players

This study investigated the changes in measures of neuromuscular fatigue and physical performance in young professional rugby union players during a preseason training period. Fourteen young (age: 19.1 ± 1.2 years) professional rugby union players participated in the study. Changes in measures of lower body neuromuscular fatigue (countermovement jump (CMJ) mean power, mean force, flight-time) and physical performance (lower body strength, 40 m sprint velocity) were assessed during an 11-week preseason period using magnitude-based inferences. CMJ mean power was likely to very likely decreased during week 2 (-8.1 ± 5.5% to -12.5 ± 6.8%), and likely to almost certainly decreased from weeks 5 to 11 (-10 ± 4.3% to -14.7 ± 6.9%), while CMJ flight-time demonstrated likely to very likely decreases during weeks 2, and weeks 4-6 (-2.41 ± 1% to -3.3 ± 1.3%), and weeks 9-10 (-1.9 ± 0.9% to -2.2 ± 1.5%). Despite this, possible improvements in lower body strength (5.8 ± 2.7%) and very likely improvements in 40 m velocity (5.5 ± 3.6%) were made. Relationships between changes in CMJ metrics and lower body strength or 40 m sprint velocity were trivial or small (<0.22). Increases in lower body strength and 40 m velocity occurred over the course of an 11-week preseason despite the presence of neuromuscular fatigue (as measured by CMJ). The findings of this study question the usefulness of CMJ for monitoring fatigue in the context of strength and sprint velocity development. Future research is needed to ascertain the consequences of negative changes in CMJ in the context of rugby-specific activities to determine the usefulness of this test as a measure of fatigue in this population

The 4-(3-chloro-4-methyl­phen­yl)-1,2,3,5-dithia­diazol-3-yl radical

The asymmetric unit of the title compound, C8H6ClN2S2, comprises two mol­ecules forming a dimer via π–π stacking inter­actions [centroid–centroid distance = 3.634 (10) Å] and intra­dimer S⋯S contacts [3.012 (4) and 3.158 (4) Å] between the two mol­ecules in a cis-antarafacial arrangement

Paratransit: the need for a regulatory revolution in the light of institutional inertia

This chapter begins by defining what is traditionally meant by the term 'paratransit', before exploring why it has remained a relatively niche transport concern. Societal trends have shifted to a pattern of demand that is ill-suited to the system design for conventional public transport. Emerging IT applications offer the potential to introduce a new model of public transport appropriate to the travel needs of the 21st century. Paratransit modes are appealing because they could dynamically match the supply of a service with the level of demand required, unlike conventional models of public transport based on fading historical demand patterns. But the regulatory environment for the local passenger sector has been built incrementally over many years around the institutional frameworks for buses and taxis. Paratransit alternatives often do not fully fit under any of these categorisations with the result that they often do not have an institutional home and thus either upset the status quo (as with Uber currently) or else are still born. A redefinition of paratransit is proposed to facilitate a regulatory change to help address the institutional challenges of paratransit innovation

Do institutional arrangements make a difference to transport policy and implementation? Lessons for Britain

This paper describes local government decision-making in transport in three areas of the UK, London, West Yorkshire and Edinburgh, in which major changes in local government decision-making structures have taken place over the last decade, and between which arrangements are now very different. The research discusses whether institutional change has had a beneficial or adverse effect, and whether any of the current structures provides a more effective framework for policy development and implementation. The results show that although the sites share a broadly common set of objectives there are differences in devolved responsibilities and in the extent to which various policy options are within the control of the bodies charged with transport policy delivery. The existence of several tiers of government, coupled with the many interactions required between these public sector bodies and the predominantly private sector public transport operators appears to create extra transactional barriers and impedes the implementation of the most effective measures for cutting congestion. There is, however, a compelling argument for the presence of an overarching tier of government to organise travel over a spatial scale compatible with that of major commuter patterns. The extent to which such arrangements currently appear to work is a function of the range of powers and the funding levels afforded to the co-ordinating organisation

The transformation of transport policy in Great Britain? 'New Realism' and New Labour's decade of displacement activity

In a 1999 paper, Goodwin announced ‘the transformation of transport policy in Great Britain’. His central point was that consensus was emerging among policy makers and academics based on earlier work including Transport: The New Realism, which rejected previous orthodoxy that the supply of road space could and should be continually expanded to match demand. Instead a combination of investment in public transport, walking and cycling opportunities and – crucially – demand management should form the basis of transport policy to address rising vehicle use and associated increases in congestion and pollution / carbon emissions. This thinking formed the basis of the 1997 Labour government’s ‘sustainable transport’ policy, but after 13 years in power ministers neither transformed policy nor tackled longstanding transport trends. Our main aim in this paper is to revisit the concept of New Realism and re-examine its potential utility as an agent of change in British transport policy. Notwithstanding the outcome of Labour’s approach to transport policy, we find that the central tenets of the New Realism remain robust and that the main barriers to change are related to broader political and governance issues which suppress radical policy innovation