Despite rapid social progress LGBTQ+ adolescents often still experience distressing bullying and victimization. Mistreatment and socially hostile environments in turn negatively impact on their mental health (e.g. they are more likely to be depressed, self-harm and attempt suicide) as well as their physical health (e.g. they are more likely to smoke cigarettes). A pressing public health challenge is addressing the adverse effects of the social violence these adolescents experience on a day-to-day basis in the United Kingdom (UK). For example, Amos and colleagues' paper from the UK's nationally representative longitudinal Millennium Cohort Study of almost 10,000 14-year olds reported that sexual minority (e.g. LGB) adolescents had twice the odds of being verbally and physically assaulted in the past 12 months compared to their heterosexual peers. Less has been reported on the experiences of transgender and gender diverse adolescents, but studies have consistently documented a high prevalence of adverse health and wellbeing outcomes for these adolescents. In 2017 the UK Government conducted a survey of LGBT people and received responses from over 100,000 LGBT individuals who reported numerous examples of victimisation, bullying and discrimination. This survey has now been used to set an agenda for change, entitled the "LGBT Action Plan". This plan supports action in schools, health services and communities so that LGBT people can live safe, happy and healthy lives without fear of discrimination. Typically, LGBTQ+ adolescents cannot simply leave harmful social environments due to the practical constraints around their schooling and their economic dependence on their families. Many are geographically isolated away from the LGBTQ+ charities or support groups clustered in large urban areas and most will not have parents who are LGBTQ+. Further exacerbating the challenges is that LGBTQ+ adolescents are thought to be 'coming out' earlier and as a result they frequently have not yet developed the more sophisticated psycho-social skills that LGBTQ+ people who come out as young adults possess, which means their older LGBTQ+ peers may be better equipped to handle harmful social environments. Hence, there is an urgent need for widely accessible and targeted help to assist these adolescents to develop the best possible skills to thrive. Strategies have been employed to recognise and improve harmful social environments, such as anti-bullying interventions delivered by LGBTQ+ organisations in secondary schools. However, the 'Inverse Care Law' demonstrates that health systems' policies often inadvertently restrict needs-based care in populations with the poorest health and greatest levels of disadvantage. This includes LGBTQ+ adolescents, not because they are hard to reach, but like other under-served populations they will be easy to neglect. Although LGBTQ+ adolescents are a 'high risk' population, and despite sexual orientation and gender reassignment being protected characteristics in the Equality Act, few evidence-informed interventions have been developed for them. Two recent systematic reviews of psycho-social treatments identified only a single tested online tool to support the mental wellbeing of LGBTQ+ adolescents, which was developed in New Zealand by Lucassen (i.e. 'Rainbow SPARX'). Coping strategies that are evidence-based for the general population but are fine-tuned with LGBTQ+ adolescents in mind (e.g. with strategies that assist them to manage LGBTQ+ stigma and victimisation) proffers considerable potential. This is especially so if they are delivered online in an engaging manner and focus on enhancing coping skills and building resilience.

Mobility as a service (MaaS) concept offers a user a unified service that combines various forms of transport at a single gateway. MaaS carries a promise of reduction of traffic congestion, improvement of customer convenience, reduction of social inequalities and carbon emissions by fostering the use of public transport. Key enablers for MaaS encompass (1) a single application allowing to plan and conduct journeys, (2) software system allowing multiple actors deliver MaaS, and (3) AI-based analytics allowing journey and resource optimisation. All those are susceptible to a wide range of types of cyber-attacks and the complexity of the MaaS ecosystem (customers, transportation providers, data providers, etc.) and its dependence on the data creates a unique challenge from the cyber security perspective. This interdisciplinary proposal leverages leading research expertise and excellence on energy transitions, infrastructure systems modelling, and artificial intelligence from Cranfield University and cybersecurity and human factors from University of Kent. The ambition is to develop the world's first agent-based modelling framework that will explicitly focus on the cyber security aspects of the MaaS ecosystem. This shall be achieved by use of agent-based simulation techniques to define a modelling framework that will encompass cross-sector and cross-organizational agent interactions in the context of mobility, data sharing, and cybersecurity threats. While our ambition is defining a comprehensive view of the MaaS ecosystem, the proposal intends to focus on a MaaS customers' perspective: incentives, behaviours in both terms of transportation needs and cybersecurity behaviours and attitudes - this will be achieved by developing agent-based simulation with complex, adaptive agents who are capable optimise their behaviour. One of key enablers of the MaaS ecosystem is exploitation of data by means of predictive Artificial Intelligence (AI) models. It has been widely accepted that machine learning and AI algorithms can be exploited by malicious actors using sophisticated cyber attacks. One of the proposed work streams will explore how the rapid deployment of new deep learning algorithms by service providers can be adversarially fooled to create unfairness and failures in the individual sectors and in the wider MaaS ecosystem and how this can be effectively mitigated in a wide range of case studies. The practical value of the framework and its ability to capture interdependencies between physical aspects of MaaS and cyber domain will be validated by means of integration of case studies data. The validity of model definition and produced outputs will be reviewed during a series of expert workshops and knowledge dissemination activities. These would be attended by stakeholders and subject matter experts comprising a mix of representatives of academics, government, regulators and industry, including our past/ current collaborators such as Ofgem, National Rail, local authorities, bus operators, Data Communications Company, and commercial providers developing integrated technologies or services (e.g. IBM). The public acceptability of the developed MaaS scenarios and strategies to make them secure will be analysed in focus groups. The final report will discuss insights and lessons learned from development of a cross-sector cyber security framework, the fitness of existing institutional landscape for the development of MaaS and opportunities, barriers and risks for the alignment of policy and regulatory frameworks across communications, transport and energy systems to address potential conflicts and vulnerabilities from the cyber security perspective.

The concept of the 15-minute City (15minC) is critical to fostering transitions to sustainable mobility. However, two main barriers exist to its implementation: first, the 15minC principles are hard to transfer to urban outskirts; second, the lack of attention to the social dimension in the design and implementation of mobility and accessibility solutions. COMMON_ACCESS aims to tackle these shortcomings with two dimensions of novelty. First, central to our approach is the idea of 'Commoning accessibility', which interprets the ability to access facilities and amenities as a common good and recognises it as a social and material resource co-produced by and belonging to all its citizens. Accordingly, the operationalisation of commoning accessibility needs to consider integrally: The provision of facilities and amenities The provision of sustainable options for personal mobility and logistics to access them The social organisation of such services and mobility/logistic options and the role of communities in sharing services, optimising resources and abilities The second novelty stems from the observation that commoning is accepted in academia but has yet to be applied in practice. COMMON_ACCESS seeks instead to focus on the translation into practice of commoning with the study of 'commoning accessibility experiments', such as community-shared (e-) bikes, (e-) cargo bikes; community micro-mobility and Active Travel Hubs; mobile community services; citizen-based dataset community tools to enhance digital connectivity; community parcel lockers; community-led cargo bike deliveries. The overall objective of COMMON_ACCESS is to explore the concept of Commoning accessibility and investigate its operationalisation in the urban periphery and suburban contexts, working closely with local planning authorities, businesses, and communities. This will be realised by fulfilling five key objectives: Objective 1 (O1): Develop and apply methodologies to map and explore (the variety of) accessibility conditions for transport and land use in urban outskirts and beyond. O1 will generate insights on location-specific constraints, opportunities, and conditions for the 15mC in the outskirts. Objective 2 (O2): Develop and apply methodologies to map accessibility interdependencies and identify existing CA experiments in urban outskirts and beyond. O2 will generate insights into the social organisation of mobility/logistic options focusing on the role of communities in sharing services and optimising resources and abilities within urban peripheries. Objective 3 (O3): Understand opportunities for activating and designing new CA (transition) experiments. O3 will provide methods and tools to enhance the potential of communities to implement CA experiments (including financial and governance aspects) Objective 4 (O4): Develop and apply methodologies for estimating the potential impacts of CA (transition) experiments on travel behaviour and access to opportunities Objective 5 (O5): Identifying policy enablers and constraints to commoning accessibility. O5 will generate insights into the key barriers and enablers for up-scaling successful street arrangements, district conditions, and alternative mobility options, including potential strategies for achieving this. By way of testbeds in outskirts neighborhoods of six different metropolitan areas - the Metropolitan area of Amsterdam (NL), the Province of Bergamo (IT), the Province of East-Flanders (BE), the Metropolitan area of Munich (GE), the Province of Pavia (IT) and Oxfordshire County Council (UK)- COMMON_ACCESS will collaborate and exchange knowledge with self-organised communities, SMEs, neighbourhoods, and local authorities in different contexts.

The aim of this fellowship programme is to design a socially responsible collective governance for Smart City commons: shared pool of urban resources (transport, parking space, energy) managed and regulated digitally. Smart City commons exhibit unprecedented complexity and uncertainties: transport systems integrate electric, shared and autonomous vehicles, while distributed energy resources highly penetrate energy systems. How can we manage Smart City commons in a sustainable and socially responsible way to tackle long-standing problems such as traffic jams, overcrowded parking spaces or blackouts? Failing to digitally coordinate collective decisions promptly and at large-scale has tremendous economic, social and environmental impact. Coordinated decisions require a digital (r)evolution, a new paradigm on where we decide, how we decide and what we decide. But which are limiting factors? 1.Online decision-making often disconnects citizens from the physical urban space for which decisions are made: choices are less informed and vulnerable to social media misinformation, while decision outcomes may show lower legitimation. What if collective choices could be made more locally as digital geolocated testimonies, creating opportunities for community interactions and deliberation? 2.Voting system design is another origin of poor collective decisions, with majority voting often failing to achieve consensus or fair and legitimate outcomes. What if we expanded the design space of voting systems with alternative voting methods, e.g. preferential, to encompass social values? While such methods have so far been costly and limited to low-cognitive exercises, negating their social value over majority voting, decision-support systems based on artificial intelligence (AI) emerge as game-changer. 3.With an immense computational and communication complexity, large-scale coordination of inter-dependent collective decisions remains a timely grand challenge. What if coordination could be digitally assisted and emerge as a result of smart aggregate information exchange, achieving privacy and efficiency? To address these challenges, I will combine Internet of Things, human-centred AI and blockchain technology with social choice theory and mechanism design. Using IoT devices, urban points of interest can be turned into digital voting centres within which conditions for a more informed decision-making will be verified in the blockchain, e.g. proving citizens' location. A novel ontology of voting features will provide the basis to predict voting methods that generate fair and legitimate outcomes. Using collective and active reinforcement learning techniques on the blockchain, human and machine collective intelligence will be combined to achieve a trustworthy coordination of collective decisions at large scale. In collaboration with high-profile partners from government/industry, I will demonstrate the applicability of these approaches via 4 innovative impact cases. 1.Using the developed solutions, citizens will geolocate problems and vote for transport planning solutions. 2.They will also vote on spot to implement participatory budgeting projects. 3.A smart parking system will be enhanced with load-balancing capabilities to alleviate crowded and polluted city centres. 4.Via citizens' coordination of transport modality, an urban traffic control system will be optimized for an equitable shift to public/sharing transport, while preserving low-carbon transport zones. These Smart City blueprints will open up new avenues for deeper understanding of digitally assisted collective governance. To master this inter-disciplinary research area and develop myself into a future leader, I will visit world-class leaders and, together with my team, enrol in novel training activities. Two esteemed mentors and an advisory board will further support me. I will engage with the broader community of citizens and policy-makers by organizing workshops and hackathons.

The UK transport sector lags behind all other sectors in its achievement of energy diversification and carbon emission reductions to date, with emissions from transport essentially unchanged since the benchmark year of 1990. The Committee on Climate Change have been very critical of this failure and identified electrically-assisted scooters and bikes as part of solutions that need to be urgently accelerated. Indeed, the UK lags behind other countries in the uptake of a range of innovative light vehicles for both passenger and freight applications. Examples include electrically-assisted: bicycles, cargo bicycles, push scooters, skateboards, trikes, quadricycles, hoverboards etc. These involve some electrical assistance, as well as some energy expenditure by the user. Hence, we class these vehicles as light electric vehicles for active travel (LEVATs). They enable people to cycle, scoot, skate or otherwise travel more easily or enjoyably than conventional walking or cycling. Their power source provides the opportunity to link to a variety of digital technologies - from unlocking shared vehicles, to 'track-and-trace' systems for delivery companies, to map systems or health feedback tools for users - what ELEVAVTE refers to as 'digital' travel. Innovation at the interface of e-mobility and digital technologies plays a key role for the uptake of these novel modes, with energy, IT and transport industries as key players. Increased uptake of these vehicles has significant potential for reducing mobility-related energy demand and carbon emissions, especially when users switch from non-active modes such as cars or vans. The aim of this project is to better understand these opportunities - the technological and business options and specifications, where and who they might appeal to, what trips they could be used for, how far they could replace conventional motor vehicle trips - and some of the challenges that accompany them - such as overall energy usage, safety and regulatory issues, digital integration, physical environment design, battery standardisation and behavioural inertia. After developing typologies and technology assessments based on multiple criteria, the empirical end user research will consist of surveys (aiming for 1,200 responses), demonstration days (aiming to engage at least 300 people) and longer trials with at least 60 private individuals in 3 cities in England throughout 2020 and 2021. Quantitative surveys and in-depth interviews will be undertaken with participants before and after usage to understand changes in user perceptions and experience, triangulated with GPS tracking of the trial vehicles and contextual data (e.g. weather, hilliness). As part of the work, we will develop new safety training resources for each mode, drawing on, and adapting, existing UK initiatives and international experience and working towards certified schemes. Freight applications in the logistics industry will be analysed through expert interviews and case studies. A number of technology and demand scenarios will assess the whole lifecycle health and environmental impacts. This will include work with the World Health Organization expert group to extend the HEAT tool (which enables users without expertise in impact assessment to conduct economic assessments of the health impacts of walking or cycling) to include these types of vehicle. This project is supported by a range of partners - including the three local authorities, Sustrans and the World Health Organization - and will be guided by an advisory panel. We will also engage with a range of industry stakeholders, through the Transport Systems Catapult, Clean Growth UK and other means. We also envisage international engagement in the work, given the rapidly evolving and growing nature of the topic, and the lack of a substantial academic literature on the implications of these innovative light vehicles for energy demand, mobility and climate change.