Rhetoric and Realities of London 2012 Olympic Education and Participation ‘Legacies’: Voices from the Core and Periphery

A legacy emphasis was one of the fundamental pillars of the London 2012 Olympic Games. The notion of an Olympic legacy was predicated on assumptions that the event’s value would not purely derive from the sporting spectacle, but rather, from the ‘success’ of enduring effects met out in London and across the country. For physical education students and practitioners, Olympic legacy agendas translated into persistent pressure to increase inspiration, engagement, participation and performance in the subject, sport and physical activity. Responding to this context, and cogniscent of significant disciplinary scholarship, this paper reports initial data from the first phase of a longitudinal study involving Key Stage Three (students aged 11-13) cohorts in two comparable United Kingdom schools: the first an inner-city (core) London school adjacent to the Olympic Park in Stratford, East London (n=150); the second, a (peripheral) school in the Midlands (n=198). The research involved the use of themed questionnaires focusing on self-reported attitudes toward the Olympic Games, and, experiences of physical education, sport and physical activity. Students from both schools demonstrated a wide variety of attitudes toward physical education and sport; yet, minor variances emerged regarding extreme enthusiasm levels. Both cohorts also expressed considerably mixed feelings toward the impending Olympic Games. Strong and variable responses were also reported regarding inspiration levels, ticketing acquisition and engagement levels. Consequently, this investigation can be read within the broader context of legacy debates, and, aligns well with physical educationalists’ on-going discomfort regarding legacy imperatives being enforced upon the discipline and its practitioners. Our work reiterates a shared disciplinary scepticism that while an Olympic Games may temporarily affect young peoples’ affectations for sport (and maybe physical education and physical activity), it may not provide the best, or most appropriate, mechanism for sustained attitudinal and/or social changes en masse.

'Team GB', 'Team England' or 'Team Scotland'? Media Representations of 'Britishness', 'Englishness' and 'Scottishness' in London 2012 and Glasgow 2014

Given the timing of the Scottish independence referendum in September 2014, the hosting of both the London 2012 Olympic Games and the Glasgow 2014 Commonwealth Games coincided with a period of considerable political turmoil and reflection within the United Kingdom. The extensive levels of public, political and media scrutiny of both of these major sporting events can therefore be framed within a wider consideration of the contemporary dynamics of the political union between the constituent nations of the UK, as well as the multifarious forms of national identities expressed within the various regions of the ‘nation-state’. Despite the growing influence of social media forms within contemporary society, politics and sport within the UK, the ‘traditional’ print media retain a central (although arguably diminishing) role in the dissemination of information relating to major societal, political and sporting issues to the British public. This paper will therefore critically reflect upon the nature of print media representations of ‘Britishness’, ‘Englishness’ and ‘Scottishness’ at London 2012 and Glasgow 2014 from both London-based and Scotland-based publications, drawing upon empirical data from completed and ongoing doctoral theses from the respective authors. In particular, the implications of the contrasting competitive structures of each event will be considered, given the symbolic differences between the unitary ‘Team GB’ at the London 2012 Olympics and the separated representative teams for Scotland and England at the Glasgow 2014 Commonwealth Games.

Comparing freight transport strategies and measures in London and Paris

The paper compares the approach being taken to freight transport strategy and the specific policy measures being implemented in London and Paris. It highlights the serious consideration that has been given to freight transport by the Mayors of London and Paris in the last five years. These freight policy considerations are taking place against a background of growing levels of road freight activity, energy use and pollutant emissions in both cities. The key freight transport objectives being followed in London and Paris are similar and focus on improving the efficiency and reliability of freight transport while reducing the negative environmental impacts that it causes. The specific freight transport policy measures being followed show some differences in each city. However, attempts to address problems related to loading and unloading are taking place in both, albeit through different specific initiatives. These policy initiatives have important implications for companies concerned with urban logistics operations.

Logistics and the waste sector: a London case study

London has traditionally exported most of its waste to former mineral workings in surrounding counties for landfill. Many of these sites are being filled and opportunities for new sites are limited. Virtually all waste reprocessing and recycling facilities, with the exception of textile sorting and some facilities for glass and organic waste composting, are outside London. The Mayor of London's Vision for Waste in London is that by 2020, municipal waste should not compromise London’s future as a sustainable city. This will involve managing waste better, so that its impact on the local and global environment and on London communities, economy and health is minimised. The majority of waste and recyclable materials in London are currently collected and transported for recovery, disposal or reprocessing by road in large vehicles. Environmental costs include, adding to congestion, noise, energy usage, air pollution, and accidents. The Mayor is keen to increase recycling and reuse of waste materials in London, and to ensure that as more of London's waste is diverted away from landfill sites to recycling facilities. Several projects and initiatives have been established and these are reviewed in the paper.

London freight data report

Report produced for the Transport for London Freight Unit as part of the London Freight Data Centre. Contains data and information about a wide range of freight transport issues in London.

Visualising London

This research investigates how photographs can be analysed to extract meaning. Two methodologies, visual anthropology and social semiotics, are used to analyse a collection of images and accompanying texts generated by a group of first year tourism students in London. Photographs are categorised into subject areas including iconic buildings, street scenes, people and analysed according to how they relate to the photographers’ characteristics, such as age and nationality. A group of images of Big Ben are then analysed using a social semiotics approach, considering both compositional and contextual information to extract meanings. Results and techniques are then contrasted and compared, noting how the complexity of the image makers’ experience of the city they are documenting lead to their images having multi-layered meanings, and that combining analytic methods can fruitfully reveal a range of these meanings.

Internalising the external costs of light and heavy goods vehicle transport in London

Report produced as part of the Green Logistics project (EPSRC and Department for Transport funded). This report provides estimates of the total external costs of LGV and HGV operations in London. In 2006, total LGV and HGV activity imposed external costs of approximately £1.75-£1.8 billion using low, medium and high emission cost values. About 27 per cent of these costs were internalised by duties and taxes paid by LGV operators, compared with 26% in the case of HGVs. If congestion costs are excluded, taxes and duties paid by LGV operators are estimated to be 155% of LGVs' allocated infrastructural and environmental costs, compared with 85% in the case of HGVs. When using the medium emission cost values, LGVs accounted for 56% of these external costs in London and HGVs for 44%.