In recent years, churches across the world have become involved in dialogue on the theory and practice of sustainable development. A number of Western churches have expressed their concern about climate change and destructive living patterns, stressing the need for human beings to exercise the care for all creation based on a life of sharing and sacrifice. Some Orthodox churches, however, quite recently included the environmental issues in their agendas. While the Bases of Social Concept, a major doctrine of the Russian Orthodox Church adopted in 2000, for the first time emphasises the Churchs position in overcoming environmental crisis and presents a solid basis on which to build the future environmental strategy of the Church, the Ethiopian Orthodox Church has not yet drawn up a programme document that might serve as a framework for the Churchs current extensive activities in the field of biodiversity conservation and sustainable forestry practices. Hence, despite certain closeness of both institutions, there is the potential for strengthening their roles in promoting sustainable development, based on the Biblical concept that the Earth belongs to the Lord and humans are responsible stewards assigned the duty to work for creation and care for it. This paper seeks to demonstrate by means of comparable analysis between the two Churches, Orthodox in nature but different in rites and religious practices, that traditional, highly conservative faiths may serve as powerful instruments of spreading out the ideas of sustainable development as the basis of spiritual revival in the situation of the two concurrent and interrelated crises – spiritual and ecological.Readers should send their comments on this paper to: BhaskarNath@aol.com within 3 months of publication of this issue. 相似文献
PROBLEM: After decreasing to a historic low in 1997, motorcycle crash-related fatalities are increasing. Although causes remain unclear, motorcycle rider education and licensing play key roles in reducing motorcycle crashes and injuries. Yet, little is known about what constitutes effective rider training and licensing. This study develops a model of best practices in motorcycle rider education and licensing and combines primary and secondary data to identify states that most closely adhere to this model. Evidence on the validity of the model is also examined. METHOD: States were rated along three areas of best practices: (a) program administration; (b) rider education; and (c) licensing based on 2001 data collected for a National Highway Traffic Safety Administration (NHTSA)-sponsored study. RESULTS: Results indicate wide variation in states' adherence to best practices; several states meet most, others very few. When the areas of best practices are considered separately, a state tends to behave similarly on all three. Initial evidence supports the validity of the model, with high best practices states having the lowest rates of motorcycle fatalities. IMPACT ON TRAFFIC SAFETY: As motorcycle-related crashes increase and state and federal support for rider education programs diminishes, it is critical that states identify deficiencies in their program and learn from successful states about efficient, cost-effective strategies for increasing best practices in motorcycle rider education and licensing. 相似文献
Objectives: This study examined a multicommunity alternative transportation program available 24 hours a day, 7 days a week, for any purpose, offering door-through-door service in private automobiles to members who either do not drive or are transitioning away from driving. Specific aims were to describe the characteristics of members by driving status and ride service usage of these members.
Methods: Data came from administrative records maintained by a nonprofit ride service program and include 2,661 individuals aged 65+ residing in 14 states who joined the program between April 1, 2010, and November 8, 2013. Latent class analysis was used to group current drivers into 3 classes of driving status of low, medium, and high self-regulation, based on their self-reported avoidance of certain driving situations and weekly driving frequency. Demographics and ride service use rate for rides taken through March 31, 2014, by type of ride (e.g., medical, social, etc.) were calculated for nondrivers and drivers in each driving status class.
Results: The majority of ride service users were female (77%) and aged 65–74 years (82%). The primary method of getting around when enrolling for the transportation service was by riding with a friend or family member (60%). Among the 67,883 rides given, nondrivers took the majority (69%) of rides. Medical rides were the most common, accounting for 40% of all rides.
Conclusions: Reported ride usage suggests that older adults are willing to use such ride services for a variety of trips when these services are not limited to specific types (e.g., medical). Further research can help tailor strategies to encourage both nondrivers and drivers to make better use of alternative transportation that meets the special needs of older people. 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
The global dimensions of climate change necessitate a response that takes national differences – social, economic, geographic, and cultural – into account. Action-oriented education has a key role to play in advancing citizen engagement in a culture of sustainability. This paper describes research conducted with one such education programme, Youth Leading Environmental Change (YLEC), which operates in six countries and engages university-aged youth in discussion and practice related to global sustainability, systems thinking, and environmental justice. YLEC aims to advance four key competencies; this paper focuses on the goal of action competence, which involves acquiring knowledge, reflecting on experience in the context of one’s values, envisioning alternative futures, and acting individually and collectively to advance those alternatives. The present article examines the impacts of YLEC on environmental action competence in two of the countries involved in this research: Uganda and Germany. In-depth interviews were conducted with participants in both countries to examine the development of action competence during and after the programme. Findings suggest that outcomes differed in each country, reflective of participants’ different lived experiences. YLEC effectively built on the conditions faced in each country to accompany youth to a higher level of awareness and action. These findings have implications for environmental education programmes striving to work with multiple nations and diverse participants. 相似文献