Does More Cycling Mean More Diversity in Cycling?

In low-cycling countries, cycling is not evenly distributed across genders and age groups. In the UK, men are twice as likely as women to cycle to work and cycling tends to be dominated by younger adults. By contrast, in higher cycling countries and cities, gender differences are low, absent, or in the opposite direction. Such places also lack the UK's steady decline in cycling among those aged over 35 years. Over the past fifteen years some UK local areas have seen increases in cycling. This paper analyses data from the English and Welsh Census 2001 and 2011 to examine whether such increases are associated with greater diversity among cyclists. We find that in areas where cycling has increased, there has been no increase in the representation of females, and a decrease in the representation of older adults. We discuss potential causes and policy implications. Importantly, simply increasing cycling modal share has not proved sufficient to create an inclusive cycling culture. The UK's culturally specific factors limiting female take-up of cycling seem to remain in place, even where cycling has gone up. Creating a mass cycling culture may require deliberately targeting infrastructure and policies towards currently under-represented groups

Characteristic-free resolutions of Weyl and Specht modules

We construct explicit resolutions of Weyl modules by divided powers and of co-Specht modules by permutational modules. We also prove a conjecture of Boltje-Hartmann on resolutions of co-Specht modules.Comment: 31 page

Towards Verification of Cyber-Physical Systems with UTP and Isabelle/HOL

In this paper, we outline our vision for building verification tools for Cyber-Physical Systems based on Hoare and He’s Unifying Theories of Programming (UTP) and interactive proof technology in Isabelle/HOL. We describe our mechanisation and explain some of the design decisions that we have taken to get a convenient and smooth implementation. In particular, we describe our use of lenses to encode state. We illustrate our work with an example UTP theory and describe the implementation of three foundational theories: designs, reactive processes, and the hybrid relational calculus. We conclude by reflecting on how tools are linked by unifying theories

Transport: challenging disabling environments

This article brings together the concerns of environmental and disability movements through examining the role of transport. Both movements critique current transport policy and practice. The disability movement has analysed how it marginalises the needs of disabled people, while environmentalists argue current transport trends are unsustainable and marginalise alternatives. Although these critiques operate independently and even seem opposed to each other, a common agenda can be developed through extending the social model of disability. The social model can be used to understand how car dominated transport systems can be understood as disabling populations larger than those conventionally recognised as “disabled”. The car offers the technological fix of enabling abilities, in particular speed and strength, but in practice disables in a number of ways. Urban sprawl and traffic increase barriers to participation and access for many both “able-bodied” and “disabled”, while car dominance damages social interaction and limits sensory perception. Furthermore, the car economy is a major cause of impairment through crashes and physical inactivity. Understanding these together requires integrating the social model of disability with an eco-social model of impairment. This can show how unequal forms of social organisation are embodied in people and environments to produce patterns of impairment, disability and disadvantage. Finally we suggest policies that point towards sustainable societies with increased opportunities for broader social participation. The article argues that the two movements can create and benefit from a shared vision of socially inclusive, low energy, sustainable transport

Differences in both prevalence and titre of specific immunoglobulin E among children with asthma in affluent and poor communities within a large town in Ghana.

Background Reports from several African countries have noted an increasing prevalence of asthma in areas of extensive urbanization. Objective To investigate the relevance of allergen-specific sensitization and body mass index (BMI) to asthma/wheezing and exercise-induced bronchospasm (EIB) among children from affluent and poorer communities within a large town in Ghana. Methods Children with physician-diagnosed asthma and/or current wheezing aged 9-16 years (n=99; cases) from three schools with differing socio-economic backgrounds [urban affluent (UA), urban poor (UP) or suburban/rural (SR)] were recruited from a cross-sectional study (n=1848) in Kumasi, Ghana, and matched according to age, sex and area of residence with non-asthmatic/non-wheezy controls. We assayed sera for IgE antibodies to mite, cat, dog, cockroach, Ascaris and galactose-α-1,3-galactose. Results Children from the UA school had the lowest total serum IgE. However, cases from the UA school had a higher prevalence and mean titre of sIgE to mite (71.4%, 21.2IU/mL) when compared with controls (14.3%, 0.8IU/mL) or cases from UP (30%, 0.8IU/mL) and SR community (47.8%, 1.6IU/mL). While similar findings were observed with EIB in the whole population, among cases there was no difference in IgE antibody prevalence or titre between children with or without EIB. BMI was higher among UA children with and without asthma; in UP and SR communities, children with EIB (n=14) had a significantly higher BMI compared with children with asthma/wheezing without EIB (n=38) (18.2 vs. 16.4, respectively, P<0.01). Conclusions and Clinical Relevance In the relatively affluent school, asthma/wheezing and EIB were associated with high titre IgE antibodies to mite, decreased total IgE, and increased BMI. This contrasted with children in the urban poor school and suggests that changes relevant to a Western model of childhood asthma can occur within a short geographical distance within a large city in Africa. © 2011 Blackwell Publishing Ltd

Health effects of the London bicycle sharing system: health impact modelling study.

OBJECTIVE: To model the impacts of the bicycle sharing system in London on the health of its users. DESIGN: Health impact modelling and evaluation, using a stochastic simulation model. SETTING: Central and inner London, England. DATA SOURCES: Total population operational registration and usage data for the London cycle hire scheme (collected April 2011-March 2012), surveys of cycle hire users (collected 2011), and London data on travel, physical activity, road traffic collisions, and particulate air pollution (PM2.5, (collected 2005-12). PARTICIPANTS: 578,607 users of the London cycle hire scheme, aged 14 years and over, with an estimated 78% of travel time accounted for by users younger than 45 years. MAIN OUTCOME MEASURES: Change in lifelong disability adjusted life years (DALYs) based on one year impacts on incidence of disease and injury, modelled through medium term changes in physical activity, road traffic injuries, and exposure to air pollution. RESULTS: Over the year examined the users made 7.4 million cycle hire trips (estimated 71% of cycling time by men). These trips would mostly otherwise have been made on foot (31%) or by public transport (47%). To date there has been a trend towards fewer fatalities and injuries than expected on cycle hire bicycles. Using these observed injury rates, the population benefits from the cycle hire scheme substantially outweighed harms (net change -72 DALYs (95% credible interval -110 to -43) among men using cycle hire per accounting year; -15 (-42 to -6) among women; note that negative DALYs represent a health benefit). When we modelled cycle hire injury rates as being equal to background rates for all cycling in central London, these benefits were smaller and there was no evidence of a benefit among women (change -49 DALYs (-88 to -17) among men; -1 DALY (-27 to 12) among women). This sex difference largely reflected higher road collision fatality rates for female cyclists. At older ages the modelled benefits of cycling were much larger than the harms. Using background injury rates in the youngest age group (15 to 29 years), the medium term benefits and harms were both comparatively small and potentially negative. CONCLUSION: London's bicycle sharing system has positive health impacts overall, but these benefits are clearer for men than for women and for older users than for younger users. The potential benefits of cycling may not currently apply to all groups in all settings