The materiality of digital communication inflicts substantial environmental damage: the extraction of resources needed to produce digital devices; the toxicity of e-waste; and the rapidly increasing energy demands required to sustain data generated by digital communication. This damage, however, is paradoxically under-theorized in scholarship on environmental sustainability. Despite the existing critique of the “techno-fix” approach in sustainability studies, digitization – and digital communication in particular – continue to be celebrated as the tool for environmental sustainability; an approach we coin “digital solutionism.” The article presents the first systematic review of the literature to map the implicit assumptions about the relationships between digital communications and environmental sustainability, in order to examine how digital solutionism manifests, and why it persists. We propose a concept matrix that identifies the key blind spots with regards to environmental damages of the digital, and call for a paradigmatic shift in environmental sustainability studies. An agenda for future research is put forward that advocates for the following: (1) a systematic account of material damages of devices, platforms and data systems adopted into sustainability research and practice, resulting in changes in both research framing and methodological foundations; (2) a reconceptualization and denaturalization of the digital itself as a promising solution; (3) a theoretical dialogue between sustainability studies and environmental communication. (4) an expansion of environmental communication as a field, from focusing on the communication aspect of environmental change to include the environmental footprint of communication itself. 相似文献
Introduction: In low-cycling countries, motor-vehicle traffic and driver behavior are well known barriers to the uptake of bicycles, particularly for utility cycling. Lack of separation between cyclists and faster-moving traffic is one key issue, while attitudes of drivers toward and/or harassment of cyclists is another. Cyclist-related driver education has been recommended as a means to improve driver-cyclist interactions. Methods: The driver licensing process provides an opportunity for such education. The Cycle Aware module was developed to test and enhance novice drivers’ knowledge of interacting safely with cyclists. It was piloted across three Australian jurisdictions targeting both novice and experienced drivers. Participants were asked to complete the Cycle Aware module and an accompanying survey. A total of 134 novice and 97 experienced drivers completed the survey with 42 novice and 50 experienced drivers going on to complete the module. Results: Both groups of drivers scored equally well in the module but the very youngest and very oldest participants were more likely to have some incorrect responses. We did not find any relationship between correct module scores and attitudes toward cyclists. Survey results showed both novice and experienced drivers had somewhat positive attitudes toward cyclists. The two cohorts differed on several attitude questions. Sixty percent (60%) of novices compared to 30% of experienced drivers reported feeling concerned when sharing the road with cyclists, and novices were less likely to agree that cyclists had a right to use the roads. Conclusions and practical applications: The analysis suggests novices need to be better equipped to share roads confidently with cyclists and to recognize cyclists as legitimate traffic participants. 相似文献
Objective: The objective of this study was to determine the frequency of health care provider (HCP) driving safety/cessation-related anticipatory guidance provision and predictors of driving safety-related anticipatory guidance provision by HCPs.
Methods: HCPs in several central/upper Midwest states were surveyed about frequency of anticipatory guidance provision (n = 265).
Results: More than half of HCPs stated that they frequently or always provide driving safety/cessation-related anticipatory guidance to patients aged 85 or older, 38.7% provided this guidance to patients aged 75 to 84, and 13.7% to patients aged 65 to 74. Predictors of driving safety/cessation-related anticipatory guidance provision differed by patient age. For patients aged 65–74, HCP personal experience with a motor vehicle crash (either the HCP themselves or a friend/family member) was significant in predicting anticipatory guidance provision. However, for patients aged 75 and older, significant predictors included HCP rural practice, HCP age, and percentage of HCP patients who were older adults.
Conclusion: HCP counseling provision related to driving issues differs by patient age and several HCP characteristics, including HCP rurality, age, and personal experience with motor vehicle crashes. Because aging results in physical and mental changes that affect driving and can be identified by HCPs, HCPs are in a position to counsel patients on the potential impacts of aging on the act of driving. Future research should examine the reasons for the differences in anticipatory guidance provision found in this study. 相似文献