Search results

There is a sparsity of research that considers how to overcome implementation challenges for interventions in special school settings where specialist teaching methods are involved. Successful implementation has often relied on considerable researcher involvement, making them inaccessible and not sustainable for the majority of special schools. The purpose of this study was to implementa train-the-trainer approach to train teaching staff to use the Teaching Early Numeracy to Children with Developmental Disabilities (TEN-DD) programme in a large special school in the UK, thereby significantly reducing researcher involvement in its implementation.

One staff member was trained to become the school lead for TEN-DD and trained other teaching staff in the school on implementation. This study recruited 13 students aged between 12 and 16 years of age with developmental disabilities to receive TEN-DD. Pre- and post-intervention tests on a standardised numeracy measure were conducted.

A train-the-trainer model was developed and successfully delivered to train teaching staff in TEN-DD. A standardised outcome measure indicated that ten students made improvements to their numeracy skills after teachers trained using this approach delivered TEN-DD for between 3 and 10 months.

Very little research has been carried out to better understand methods for overcoming implementation challenges for delivering evidence-based teaching programmes at scale to students with developmental disabilities who attend special schools. To the best of the authors’ knowledge, this study reports the results of the first evaluation of using a train-the-trainer model for the delivery of a numeracy intervention (TEN-DD), whereby there was no involvement of researchers in implementation beyond the initial training of the school lead. This model of training for interventions may be more sustainable for special schools and help improve the uptake of evidence-based interventions.

Automated vehicle technologies dominate many visions of future systems of smart mobility. This chapter uses the approach of Transition Management to explore the multi-actor governance processes around automated vehicle technologies in the United Kingdom (UK), with specific attention being paid to the role of the UK government. It shows the relatively comprehensive approach to automated vehicle innovation that has been adopted by the UK government, emerging across multiple domains including the creation of positive discourses around automation, and the facilitation of network building and demonstration projects. Framed by the Transition Management cycle of strategic, tactical, operational and reflexive activities, the chapter argues for greater integration across the levels of the cycle, and experimentation that moves beyond technological capability, to include the heterogeneous publics, in a more diverse set of roles than the current framing of ‘potential technology adopter’. The chapter points to the techno-optimism displayed by governments participating in the international race to vehicle automation, often with dual roles as both producers and consumers, and suggest that greater inclusivity, democracy, diversity and openness in the innovation process may contribute to context sensitive implementation.

Despite the massive social benefits that the car has brought, it has become evident that the current mobility system is undermining the benefits it creates with substantial air quality problems, inactive lifestyles, deaths and injuries from accidents and major contributions to the global climate change challenge. The introduction of smart mobility innovations, in promising to challenge the existing regime of automobility may be a major policy opportunity, and also provide a source of new economic opportunity. However, it is far from clear that these opportunities will be recognized or, even where they are, realized due to the complexities of steering any transition in the mobility system.

This book sets out how we should understand the challenge of governing the smart mobility transition and, in this introductory chapter we set out the key arguments and contributions of each part of the book for addressing these challenges. The first section of the book focuses on how the role of the government is challenged by the growing network of actors and the new resource interdependencies that emerge from smart mobility. How these challenges come to be recognized and resolved is itself a critical part of the governance process as explored in the second section. The third section examines the changing context of governance and the capacity of the state to act to steer the transition. This allows us to identify, in our final concluding section, a set of critical topics for those researching and implementing the smart mobility revolution.

On April 2, 1987, IBM unveiled a series of long‐awaited new hardware and software products. The new computer line, dubbed the Personal Systems 30, 50, 60, and 80, seems destined to replace the XT and AT models that are the mainstay of the firm's current personal computer offerings. The numerous changes in hardware and software, while representing improvements on previous IBM technology, will require users purchasing additional computers to make difficult choices as to which of the two IBM architectures to adopt.