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The House of Brag was a queer, anti-racist, feminist squatting collective active between 2012 and 2014. This article pieces together an affective and infrastructural geography of the House of Brag's last project: a squatted social centre in Brixton, south London, in the summer of 2014. Drawing on interviews with members of the collective, this article argues that efforts to think and live social and political alternatives – and the affective dimensions of these efforts – cannot be abstracted from their infrastructures. The material space and infrastructure of the squatted social centre, this article contends, shaped the House of Brag's dynamics and work in crucial ways. In foregrounding these issues, this article contributes to literature on geographies of affect, emotions and social movements, in which conflict and ‘negative’ affects and emotions are often minimised, and which largely overlook the complex material geographies of spaces of activism. In exploring a queer, anti-racist, feminist squatted project in 2010s London, this article also contributes to literature on squatting by focusing on a time period, on politics and on locations largely overlooked. 相似文献
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Avi Marciano 《Science as culture》2019,28(1):98-119
In 2017, after years of public debate, Israel ratified a national biometric project consisting of two initiatives: issuing of biometric ID cards and passports to all Israeli citizens and establishment of a centralized database for storing their bodily information. Design and implementation of a preceding four-year pilot study were accompanied by extensive standardization. Discourse and standard analyses of 33 official state documents – from legal records to performance reports – published by Israeli authorities during the pilot study, unravel the politics of biometric standards employed as part of this project. Biometric standards were used to establish hierarchies between individuals and groups by defining particular bodies as ‘biometrically ineligible.’ These individuals are mostly members of underprivileged and marginalized social groups. Biometric standards were also constructed discursively as scientific and objective to legitimize such discriminatory treatment. Israeli authorities used standards strategically, both as infrastructural elements and as a discursive means. As infrastructural elements, biometric standards were employed, inter alia, to achieve predetermined results and confirm the project’s success. As a discursive means, Israeli authorities actively adopted a ‘discourse of standardization’ to construct an objective and fair image to the project. Standardization of people – namely, quantification of lives, bodies and experiences – is inherently discriminatory because it necessarily results in the creation of categories and hierarchies between biometrically in/eligible bodies. 相似文献
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In an analysis of recent work on nudging we distinguish three positions on the relationship between nudging founded in libertarian paternalism and the protection of personal autonomy through informed consent. We argue that all three positions fail to provide adequate protection of personal autonomy in the clinical context. Acknowledging that nudging may be beneficial, we suggest a fourth position according to which nudging and informed consent are valuable in different domains of interaction. 相似文献
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Some philosophers have recently argued that luck at the time of decision is a problem for compatibilists and libertarians alike. But conceptual ambiguity regarding deterministic luck at the time of decision – henceforth C-luck – has obscured recognition of the problem C-luck poses to compatibilism. This paper clarifies C-luck and distinguishes it from present luck, showing that the former arises from contingent factors at the time of decision instead of presupposed free will requirements. We then argue that empirical findings confirm the existence of C-luck thereby raising a fundamental challenge to compatibilist accounts of moral responsibility. 相似文献
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Electric Vehicles (EVs) are propagated as an essential solution for reducing the carbon footprint of traffic activities. One essential barrier to the adoption of electromobility strategies in everyday life is the very limited driving range of typical EVs. A dense and reliable network of electric charging stations would enable safer and longer ranges. Modern fast-charging technologies provide additional possibilities to tactically and quickly re-charge EVs, but high implementation costs make it necessary to establish a mixed infrastructure consisting of cheap-but-slow and expensive-but-fast charging stations. We utilized the so-called Safe-Range-Inventory (SRI), a multidimensional assessment tool for capturing multi-facets of subjective range safety assessments. Using scenarios with different infrastructure settings, we revealed that the addition of just one fast-charging option drastically lowers range anxiety even under relatively short emergency range conditions. Additional fast-charging options did not have strong positive effects on the assessments but would amass very high costs. The SRI can assist in the planning of electric charging infrastructures in order to find the right balance between range safety and installation and maintenance costs. 相似文献
6.
David R. Marchiori Marieke A. Adriaanse Denise T.D. De Ridder 《Social and Personality Psychology Compass》2017,11(1)
Nudging interventions are broadly defined as a rearrangement of a choice context that gently suggests a specific choice. Their increasing popularity has attracted attention and discussion from researchers, policy makers, and practitioners alike. After some applications to domains such as health, environmental issues, and retirement savings, the next step in nudging is to understand the psychological boundary conditions when applied to varied domains of daily life. It is yet unclear for example to what extent nudging interventions can be transparent without losing effectiveness, or how permanent the effects are. These unresolved questions may have contributed to heated political and scientific discussions, on for example the ethics of using nudges in the public health domain, due to the missing scientific evidence. Indeed, this popularity may have led to forget how nudging harnesses insights from decades of research in psychology to change people's behavior. The aim of this paper is to shift the focus back to the psychological premises nudges were built upon. It summarizes several outstanding questions that future research in the psychology of nudging should address. Advancing research in nudging will help to improve our understanding of applied nudging interventions and provide clarity to debates such as ethical appropriateness, effectiveness, and public approval. 相似文献
7.
Bicyclists are a heterogeneous group, with varying abilities, traffic education and experience. While efficiency was identified as an important factor on utility bicycle trips, it might be traded for experienced safety, for example by choosing different pathways in a given situation, or by relinquishing one’s right of way. In a semi-controlled study with 41 participants, a grouping was made according to self-reported riding speed in relation to other cyclists. The participants cycled twice along a 3 km inner-city route, passing four intersections with different priority rules. The cyclists were free to choose how to negotiate the intersections. Speed and the traffic surroundings were recorded via gps and cameras on the bike of the participant and of a following experimenter. For each cyclist, the ‘base’ speed on undisturbed segments was determined as reference. Based on this, the efficiency in different types of intersections was computed per cyclist group. It turned out that infrastructural aspects, cyclist group and the presence and behaviour of interacting traffic influenced cyclist efficiency. Faster cyclists were delayed more when the infrastructure required a stop regardless of the traffic situation, like at a red traffic light or a stop sign. The members of the so-called ‘comfort cyclists’ group were delayed the most in a roundabout with mixed traffic, where many chose to get off their bike and walk. In a society working for equality of access to the transport system, it is recommended to develop solutions that consider and accommodate the behaviours of different cyclist groups when planning bicycling infrastructure. 相似文献
8.
Inappropriate speed is a main cause of accidents. Drivers are often unaware of potential risks due to inadequate speed. To prevent dangerous situations, we need to understand perceptual factors influencing human speed perception. Due to the prominent role of vision in driving, we examined the effect of visuo-spatial stimuli on speed based on the optic flow. While developing an adaptive infrastructure measure to reduce speed, we conducted two consecutive studies, a driving simulator study and a field test to investigate findings further. In both studies, we placed lights on two sides of a highway exit and either illuminated them statically or activated them in a way that they appeared to be moving towards the driver. We expected drivers to slow down more when seeing static light stimuli compared to a baseline without lights. We also expected drivers to decrease speed more in conditions with oncoming lights compared to a baseline, and to static lights, due to distorted speed perception. The first study in a static driving simulator revealed no difference between conditions. In the field test, both static lights and lights moving towards the driver led to a speed reduction compared to a baseline but did not differ from one another. Lights in general led to lower driving speed, potentially due to their warning character, but we found no difference between the light conditions, suggesting that the effect might not be based on the optic flow. Future research should investigate the relationship between driven and perceived speed more closely. 相似文献
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This paper presents the results of a cross-cultural study to investigate the influence of traffic safety culture and infrastructure improvements on driver behaviour. To achieve this, the driving style of UK drivers was compared with that of Nigerians with and without experience of driving in the UK. A driving simulator experiment compared the actual driving style of these three groups of drivers in different safety critical scenarios. The simulated road environment varied depending on how much infrastructure was provided (low or high infrastructure). In addition, the Driver Behaviour Questionnaire was used to collect self-reported data on violations, errors and lapses. It was hypothesised that Nigerian drivers with no experience of driving in a UK road system would report and engage in more unsafe driving behaviour compared to the other two groups, and that increasing infrastructure would have little positive benefit. Overall, the results supported these hypotheses, indicating that the behaviours of drivers are interpretable in relation to their traffic safety culture, compared to changes in their driving environment. 相似文献