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Research on the commons, and its historical enclosure, has largely restricted itself to rural areas and the frontier. This article examines the declining access to Rio de Janeiro’s urban commons, its streets and its squares. Into the nineteenth century, residents perceived Rio’s streets as remnants of nature, left intact to give access to the built environment. The streets served as a diverse human habitat, a place for community, play, work, and commerce. With the arrival of the automobile, Rio’s public spaces began to be transformed into spaces set aside largely for movement. The automotive class, which in Brazil remained a tiny minority, captured most of the streets’ spaces for driving and its squares and sidewalks for parking, in a sense closing the street off to many of its former functions. In fact, automotive movement justified – and its violence enforced – the elimination of street behaviors which the elite had been decrying unsuccessfully for decades. Compared to the developed world, the pace of automobilization in Rio was slow, but it had a profound impact from as early as the second decade of the century.
Since the 1950s, cycling policy in China has gone through three phases: from active encouragement (1955–1994) and systematic discouragement (1994–2008) to neglect and ambivalence (since the 2010s). Parallel to the expansion of automobility, the country has been unique in its development of innovations in electric-powered two-wheelers and a vibrant e-cycling practice since the 1980s. Electric bikes have given over 300 million low-status commuters and peddlers access to jobs and housing, even though planners have dismissed them as a problematic ›floating population‹ and remnants of the past. Given China’s current urban sustainable mobility challenges and ambition to become the world’s first ›Ecological Civilization‹ (2013), China’s bicycle industry, e-vehicle manufacturers, and the e-commerce sector may offer an alternative to the US-based ›car civilization‹ if ecological (e-cycles) and social (low-status workers) sustainability are brought into one analytical frame.
This article examines the rise of aeromobile sprawl, which is defined here as aviation’s socio-environmental impact on people, places, and things, in Canada during the 1970s. It links aeromobile sprawl largely to state-led airport development and the effect that upgrading, expanding, and building new airports had on communities and landscapes. Accordingly, it shows that while aeromobile sprawl was to some extent an outcome of postwar developments not limited to aviation, the Canadian government and its partners also contributed to sprawl by endorsing various policies and strategies that shifted over the period in question. At the same time, these actions did not go unnoticed. Public critiques of aeromobile sprawl emerged as people increasingly objected to larger and busier airports operating near populated and non-industrial areas. This article demonstrates that debates in Canada about airport development and the rapid growth of aviation revealed sharply diverging views about how to best accommodate the mobility requirements of mass air travel within the country’s natural and built environments in the 1970s.
Koyaanisqatsi is a cult American movie and a reference point for many viewers. A strong critique of modernity, a manifesto against industrialization, as well as an artist’s view of the brutality of humankind against nature, its enthralling rhythm and music, sublime images and powerful message are still striking today, 35 years after its production. And, in many respects, the movie has become a cultural landmark about the use of modern technology and the destruction of the natural landscape.
The first half of nineteen-seventies Europe was marked by visible signs of detente in the area of international relations and the resolutions from the final round of the Conference on Security and Cooperation in Europe (CSCE) in Helsinki. It drew an important dividing line in the history of the twentieth century Europe, especially for the inhabitants of the eastern half of the continent. They had ever hopefully been looking for improvements to their situation since the end of the Second World War and the division of Europe, which was an indirect result of the war and was symbolically expressed in Winston Churchill’s famous words: 'From Stettin on the Baltic to Trieste on the Adriatic, an iron curtain has descended across the continent. Behind that line, lie all the capitals of the ancient states of central and eastern Europe. Warsaw, Berlin, Prague, Vienna, Budapest, Belgrade, Bucharest and Sofia ...'.
At the beginning of the twenty-first century the problem of European frontiers ceased to exist. This is because they are no longer determined by a sense of European identity, but rather by a consensus reached in Brussels. The European borderlands disappeared generations ago and were substituted by peripheries of the capitalist world-economy. It may be said that both concepts are of only academic interest. However, I am not convinced.
The first thesis the paper argues is that a certain collective identity emerged at the shop floor („we“, the workers as opposed to „them“, party leaders, intelligentsia, peasants, the self-employed) that was built - and declared - increasingly in opposition to the official ideology and the communist party.5 Important factors in this process were the growing economic difficulties, the party’s apparent inability to solve them and the increasing materialism people experienced in the everyday life - including party member- and leadership. From the mid-70s onwards, the workers could perceive the worsening economic situation of the country by the decrease of the real wages and the need to do overwork or take extra jobs (first in the agriculture and then in the so-called vgmk-s) to keep the former standards of living. The continuously increasing prices made the impact of the „global market“ real regardless of the stance of the Central Committee. The sharpening criticism of the system is formulated, however, not from the viewpoint of the individual but that of the worker, which suggests the existence of a collective identity. One may call it a paradox of the Communist ideology that the system, after all, was successful to develop working-class collective identities but these were built in opposition to the Communist regime and not for it. The paper will attempt to show how these „oppositionist“ identities were formulated and in what ways they are indicative of the alienation of the workers from the workers’ state.
In this issue
(2017)
It is difficult to state conclusively whether the German revolution of 1848 was a success or a failure. I take a more sceptical view of the positive consequences of this revolution view than many recenbt historians of the period, at least in Germany. In order to explain and substantiate this position, I will begin by outlining a few theses taking a closer look at the character of the German revolution of 1848 and its social and political base. Then I shall discuss the question of the 'success or failure of the revolution' and the long-term effects of the events and developments of the year 1848. In the following I shall concentrate primarily on Prussia as the centre of the later German
Empire, and I shall focus particularly on the situation in the cities.
Bis Ende 2015 werden 50 Prozent aller Chinesen über einen Internetzugang verfügen. Die Möglichkeiten für eine größer werdende Anzahl von Chinesen, online zu kommunizieren und zu konsumieren, hat eine Reihe von Wissenschaftlerinnen und Wissenschaftlern dazu inspiriert, sich mit Themen wie Zensur, Überwachung und Nutzung von sozialen Medien zu beschäftigen. Ein Großteil dieser Forschung baut auf der Prämisse einer antagonistischen Beziehung zwischen Staat und Gesellschaft auf. Allerdings weiß man bisher nur wenig darüber, welche Auswirkungen die staatlich geförderten und internetbasierten Kommunikationskanäle zwischen Regierungsbeamten und chinesischen Bürgern auf die Transformation der autoritären Einparteienherrschaft in China haben. Der vorliegende Artikel beschäftigt sich mit dieser Frage, indem er Chinas E-Government-Strategie einerseits zu globalen Entwicklungen in Beziehung setzt, andererseits im Kontext der sich verändernden Anreize untersucht, die politische Reformen in China in den vergangenen zwei Jahrzehnten ermöglicht haben. Es wird gezeigt, dass die Bemühungen der chinesischen Einparteienregierung, die Interaktion zwischen Staat und Gesellschaft zu digitalisieren, großes Potenzial dafür birgt, das Wesen des chinesischen Staates zu verändern. Allerdings stellen diese Veränderungen keinen Paradigmenwechsel dahingehend dar, wie China regiert wird. Der wichtigste Aspekt dieser Veränderungen ist, dass sie die Möglichkeit bieten, das oftmals als „Diktatoren-Dilemma“ bezeichnete Problem zu lösen: Menschen in nichtdemokratischen Regierungssystemen haben Angst davor, den Herrschenden gegenüber ihre Meinung auszudrücken, und entziehen so dem Staat eine wichtige Informationsgrundlage. Es wird gezeigt, dass die Entwicklung hochintegrierter E-Government-Plattformen, wie sie sich die Technokraten der Kommunistischen Partei Chinas vorstellen, bestehender institutioneller Logik folgt und dringende Probleme zu lösen vermag. So wird die Chance darauf erhöht, dass diese Plattformen nachhaltig eingeführt werden.