Eddie Redmayne (right) as the young Stephen Hawking in “The Theory of Everything”.
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Stephen Hawking would not be Stephen Hawking if he had been born with his disability

The physicist is held up as an example of what you can achieve in life if you have a disability, but he was only diagnosed with motor neurone disease when he was 21 – his career was set in motion while he was still able-bodied.

Ask yourself this question: did you know that Stephen Hawking was only diagnosed with motor neurone disease at the age of 21? And if you’ve seen The Theory of Everything, can you honestly say you knew beforehand?

On the surface, pondering this may seem irrelevant. After all, the fact remains he is now disabled. But in honour of a man who has spent his whole life searching for the perfect equation, let’s respect for a moment that the order of things can hold vital importance, and lead to vastly differing conclusions.

This is certainly the case regarding perceptions of Stephen Hawking. The cosmologist was catapulted to worldwide fame following the publication of his book A Brief History of Time, yet it is sometimes easy to forget this sudden surge of recognition stemmed not only from his disability, but the small matter of theorising the nature of the universe.

I should know. Hawking’s career-defining book hit the shelves in 1988, and two years later I was born with cerebral palsy. By the time I had reached my formative years in primary school, society and those around me felt comfortable thrusting forward the image of Hawking, his wheelchair, and his genius as my source of inspiration. An anomaly blessed with extreme intelligence, the benchmark for what disabled people could achieve – transcending the tyranny of low expectation so readily shoved upon people in my position.

While this was no doubt well-meant – the widespread ignorance of the truth has twisted the man into something he is not. To be clear, Hawking gained his academic and scientific credentials whilst still very much able-bodied, even coxing one of Oxford’s rowing crews prior to transferring to Cambridge to complete his PhD thesis. Had he been disabled from birth, it is very doubtful he would have been given the same opportunity to establish himself.

Yet it is equally difficult to deny that Hawking’s work attracted such clamour precisely because his physical state and appearance juxtaposed the excellence of his work. Hawking’s doctor touched on the issue in his diagnosis. As the film’s dialogue puts it: “Your thoughts won't change, it's just no one will know what they are."

Of course, we now know speech synthesis has given Hawking new ways to continue to communicating, allowing the genius to shine through.  Even in today’s age of Google and Wikipedia, there is no other living scientist who is as instantly recognisable.

This battle of appearance over reality gets to the heart of the confusion over who Stephen Hawking is and how he ought to be explained. Long since anointed the founding forefather of “acceptable” disability, it is in fact his bright mind that gave him clout – way before he had motor neurone disease. By failing to recognise that Hawking’s success had nothing to do with disability, we give the disease undue credit for his perfectly able mind and outstanding scientific achievements.

This is even more problematic considering recent figures from the Office for Disability Issues, which found that four in five disabled people, like Hawking, are not born with their impairments. Despite this, they are still less likely to work full time, and similarly, less likely to be in high-level employment: 49 per cent as compared to 56 per cent of able-bodied people.  

And this is where the order of things becomes incredibly important. Hawking very nearly missed out on a First at Oxford, not due to lack of ability, but because of a failure to apply himself properly on questions and examinations he found too easy. The professors waived these indiscretions at his disciplinary undergraduate viva when they realised his potential.

Had Hawking been born with a disability, he would still have had this same potential – the same mind, daring, courage and thought, but he would have faced very different prejudices. It is likely that even the most basic access to advanced education would have been deemed out of the question, blocking the groundwork from which the mind-boggling theories emerged.

If in some parallel universe, I had the chance to go back in time and speak to my younger self and those thrusting Hawking’s wheelchair upon me, I would say this. Aspire to his levels of intelligence but do not judge yourself against them, and most of all, do not think it was his disability that made him great. He set in motion his achievements when he wasn’t disabled. While others may take you and your disability at face value, see yourself and your dreams as perfectly able. Stephen Hawking was still Stephen Hawking, wheelchair or otherwise. So are you.

Alex Taylor is on Twitter @ykts_net

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.