L’hétérogénéité en classe d’enseignement spécialisé :: quelles stratégies d’enseignement mettre en place ?

Cette étude vise à étudier l’hétérogénéité présente en classe d’enseignement spécialisé et les stratégies d’enseignement mises en oeuvre par les enseignants spécialisés au sein de ce type de classes. Plusieurs concepts ont été mobilisés pour cette recherche, soit, l’hétérogénéité, le retard mental et les troubles associés, la zone proximale de développement en lien avec les projets individuels de chaque élève, la motivation en contexte scolaire, les représentations des enseignants et les stratégies d’enseignement utilisées par les enseignants. La méthodologie employée pour la recherche empirique est qualitative. Il s’agit d’entretiens semi-directifs menés avec des enseignantes spécialisées et des élèves accueillis en classe d’enseignement spécialisé. Après retranscription, les entretiens ont été analysés et ont menés à un certains nombres de résultats, mis ensuite en lien avec la partie théorique du travail. Nous trouvons notamment dans les résultats l’importance du travail en amont de l’enseignant spécialisé ainsi que l’évaluation de chaque élève, permettant d’être ensuite au plus proche de la zone proximale de développement de ce dernier. L’enseignant pourra ensuite construire un projet pédagogique visant à autonomiser l’élève et à le rendre acteur de ses apprentissages, tout en étant motivé à apprendre. La conclusion amène certaines pistes intéressantes pour le métier d’enseignement spécialisé

Arterial roads and area socioeconomic status are predictors of fast food restaurant density in King County, WA

<p>Abstract</p> <p>Background</p> <p>Fast food restaurants reportedly target specific populations by locating in lower-income and in minority neighborhoods. Physical proximity to fast food restaurants has been associated with higher obesity rates.</p> <p>Objective</p> <p>To examine possible associations, at the census tract level, between area demographics, arterial road density, and fast food restaurant density in King County, WA, USA.</p> <p>Methods</p> <p>Data on median household incomes, property values, and race/ethnicity were obtained from King County and from US Census data. Fast food restaurant addresses were obtained from Public Health-Seattle & King County and were geocoded. Fast food density was expressed per tract unit area and per capita. Arterial road density was a measure of vehicular and pedestrian access. Multivariate logistic regression models containing both socioeconomic status and road density were used in data analyses.</p> <p>Results</p> <p>Over one half (53.1%) of King County census tracts had at least one fast food restaurant. Mean network distance from dwelling units to a fast food restaurant countywide was 1.40 km, and 1.07 km for census tracts containing at least one fast food restaurant. Fast food restaurant density was significantly associated in regression models with low median household income (p < 0.001) and high arterial road density (p < 0.001) but not with percent of residents who were nonwhite.</p> <p>Conclusion</p> <p>No significant association was observed between census tract minority status and fast food density in King County. Although restaurant density was linked to low household incomes, that effect was attenuated by arterial road density. Fast food restaurants in King County are more likely to be located in lower income neighborhoods and higher traffic areas.</p

Urban Morphological Change Analysis of Dhaka City, Bangladesh, Using Space Syntax

This article is based on a study of the morphological changes of Dhaka City, the capital of Bangladesh. The main objective of the research is to study the transformation of urban morphology in Dhaka City from 1947 to 2007. Three sample wards (18, 19 and 72) of Dhaka City Corporation are strategically selected as the study areas. Ward 72 has an indigenous type of organic settlement, whereas ward 19 is a planned area, and ward 18 represents a mixed (both planned and informal) type of settlement. In this research, the transformation of urban settlement pattern is examined through space syntax. The results show that the organic settlements (ward 72) are highly integrated both in terms of the local and global syntactic measures (lowest standard deviation for local and global integration, with the highest intelligibility values), and are more connectivity. The scenario is opposite in the case of planned settlements. The characteristics of mixed areas (ward 18) lie in between the organic and planned settlements. Therefore, in summary, it can be stated that the integration, connectivity and intelligibility measures of Dhaka City are found to be high, medium and low for the indigenous, mixed and planned settlement types; respectively

Using built environment characteristics to predict walking for exercise

Background: Environments conducive to walking may help people avoid sedentary lifestyles and associated diseases. Recent studies developed walkability models combining several built environment characteristics to optimally predict walking. Developing and testing such models with the same data could lead to overestimating one's ability to predict walking in an independent sample of the population. More accurate estimates of model fit can be obtained by splitting a single study population into training and validation sets (holdout approach) or through developing and evaluating models in different populations. We used these two approaches to test whether built environment characteristics near the home predict walking for exercise. Study participants lived in western Washington State and were adult members of a health maintenance organization. The physical activity data used in this study were collected by telephone interview and were selected for their relevance to cardiovascular disease. In order to limit confounding by prior health conditions, the sample was restricted to participants in good self-reported health and without a documented history of cardiovascular disease. Results: For 1,608 participants meeting the inclusion criteria, the mean age was 64 years, 90 percent were white, 37 percent had a college degree, and 62 percent of participants reported that they walked for exercise. Single built environment characteristics, such as residential density or connectivity, did not significantly predict walking for exercise. Regression models using multiple built environment characteristics to predict walking were not successful at predicting walking for exercise in an independent population sample. In the validation set, none of the logistic models had a C-statistic confidence interval excluding the null value of 0.5, and none of the linear models explained more than one percent of the variance in time spent walking for exercise. We did not detect significant differences in walking for exercise among census areas or postal codes, which were used as proxies for neighborhoods. Conclusion: None of the built environment characteristics significantly predicted walking for exercise, nor did combinations of these characteristics predict walking for exercise when tested using a holdout approach. These results reflect a lack of neighborhood-level variation in walking for exercise for the population studied.University of Washington Royalty Research fund award; by contracts R01-HL043201, R01-HL068639, and T32-HL07902 from the National Heart, Lung, and Blood Institute; and by grant R01-AG09556 from the National Institute on Aging

Associations Between Fast-Food Consumption and Body Mass Index: A Cross-Sectional Study in Adult Twins

Obesity is a substantial health problem in the United States, and is associated with many chronic diseases. Previous studies have linked poor dietary habits to obesity. This cross-sectional study aimed to identify the association between body mass index (BMI) and fast-food consumption among 669 same-sex adult twin pairs residing in the Puget Sound region around Seattle, Washington. We calculated twin-pair correlations for BMI and fast-food consumption. We next regressed BMI on fast-food consumption using generalized estimating equations (GEE), and finally estimated the within-pair difference in BMI associated with a difference in fast-food consumption, which controls for all potential genetic and environment characteristics shared between twins within a pair. Twin-pair correlations for fast-food consumption were similar for identical (monozygotic; MZ) and fraternal (dizygotic; DZ) twins, but were substantially higher in MZ than DZ twins for BMI. In the unadjusted GEE model, greater fast-food consumption was associated with larger BMI. For twin pairs overall, and for MZ twins, there was no association between within-pair differences in fast-food consumption and BMI in any model. In contrast, there was a significant association between within-pair differences in fast-food consumption and BMI among DZ twins, suggesting that genetic factors play a role in the observed association. Thus, although variance in fast-food consumption itself is largely driven by environmental factors, the overall association between this specific eating behavior and BMI is largely due to genetic factors

Bilevel optimization approach to design of network of bike lanes

A bike lane is an effective way to improve cycling safety and to decrease greenhouse gas emissions with the promotion of cycling. Improvements include high-quality off-road facilities and on-road bike lanes. Whereas construction of off-road lanes is not always possible because of urban land constraints and construction costs, on-road lanes can be a cost-effective alternative. An optimization framework for the design of a network of bike lanes in an urban road network was proposed. This framework identified links on which a bike lane could be introduced. Allocation of a lane to cyclists would increase the use of cycling, although it could disadvantage auto traffic. The presented approach balances the effects of a bike lane for all stakeholders. A bilevel optimization was proposed to encompass the benefits of cyclists and car users at the upper level and a model for traffic and bike demand assignment at the lower level. The objective function was defined by a weighted sum of a measure for private car users (total travel time) versus a measure for bike users (total travel distance on bike lanes). A genetic algorithm was developed to solve the bilevel formulation, which included introduction of a special crossover technique and a mutation technique. The proposed optimization will help transport authorities at the planning stage to quantify the outcomes of various strategies for active transport

Escaping the Ashby limit for mechanical damping/stiffness trade-off using a constrained high internal friction interfacial layer.

The development of new materials with reduced noise and vibration levels is an active area of research due to concerns in various aspects of environmental noise pollution and its effects on health. Excessive vibrations also reduce the service live of the structures and limit the fields of their utilization. In oscillations, the viscoelastic moduli of a material are complex and it is their loss part - the product of the stiffness part and loss tangent - that is commonly viewed as a figure of merit in noise and vibration damping applications. The stiffness modulus and loss tangent are usually mutually exclusive properties so it is a technological challenge to develop materials that simultaneously combine high stiffness and high loss. Here we achieve this rare balance of properties by filling a solid polymer matrix with rigid inorganic spheres coated by a sub-micron layer of a viscoelastic material with a high level of internal friction. We demonstrate that this combination can be experimentally realised and that the analytically predicted behaviour is closely reproduced, thereby escaping the often termed 'Ashby' limit for mechanical stiffness/damping trade-off and offering a new route for manufacturing advanced composite structures with markedly reduced noise and vibration levels

Determining thresholds for spatial urban design and transport features that support walking to create healthy and sustainable cities:findings from the IPEN Adult study

An essential characteristic of a healthy and sustainable city is a physically active population. Effective policies for healthy and sustainable cities require evidence-informed quantitative targets. We aimed to identify the minimum thresholds for urban design and transport features associated with two physical activity criteria: at least 80% probability of engaging in any walking for transport and WHO's target of at least 15% relative reduction in insufficient physical activity through walking. The International Physical Activity and the Environment Network Adult (known as IPEN) study (N=11 615; 14 cities across ten countries) provided data on local urban design and transport features linked to walking. Associations of these features with the probability of engaging in any walking for transport and sufficient physical activity (≥150 min/week) by walking were estimated, and thresholds associated with the physical activity criteria were determined. Curvilinear associations of population, street intersection, and public transport densities with walking were found. Neighbourhoods exceeding around 5700 people per km(2), 100 intersections per km(2), and 25 public transport stops per km(2) were associated with meeting one or both physical activity criteria. Shorter distances to the nearest park were associated with more physical activity. We use the results to suggest specific target values for each feature as benchmarks for progression towards creating healthy and sustainable cities

On the origin of spaces: morphometric foundations of urban form evolution

The modern discipline of urban morphology gives us a ground for the comparative analysis of cities, which increasingly includes specific quantitative elements. In this paper, we make a further step forward towards the definition of a general method for the classification of urban form. We draw from morphometrics and taxonomy in life sciences to propose such method, which we name ‘urban morphometrics’. We then test it on a unit of the urban landscape named ‘Sanctuary Area’ (SA), explored in 45 cities whose origins span four historic time periods: Historic (medieval), Industrial (19th century), New Towns (post-WWII, high-rise) and Sprawl (post-WWII, low-rise). We describe each SA through 207 physical dimensions and then use these to discover features that discriminate them among the four temporal groups. Nine dimensions emerge as sufficient to correctly classify 90% of the urban settings by their historic origins. These nine attributes largely identify an area's ‘visible identity’ as reflected by three characteristics: (1) block perimeterness, or the way buildings define the street-edge; (2) building coverage, or the way buildings cover the land and (3) regular plot coverage, or the extent to which blocks are made of plots that have main access from a street. Hierarchical cluster analysis utilising only the nine key variables nearly perfectly clusters each SA according to its historic origin; moreover, the resulting dendrogram shows, just after WWII, the first ‘bifurcation’ of urban history, with the emergence of the modern city as a new ‘species’ of urban form. With ‘urban morphometrics’ we hope to extend urban morphological research and contribute to understanding the way cities evolve