In a nineteenth century context, traffic could mean both communication and the transportation of goods and people. For instance, the German term “traffic” (Verkehr), referred to “communicating” (verkehren) and to “traffic”/“transportation” (Verkehr). Historically speaking, before the age of telegraphy, any communication over distance required the physical transport of a message or a messenger. Many authors, thus, identified the latter as a fundamental caesura in the relationship between media and mobility, uncoupling media from their previous reliance on physical movement. At the same time, telegraphy and the railway formed a paradigmatic symbiosis that enforced the ongoing duality between media and mobility: traffic depended on and sometimes boosted communication and vice versa. Hence, traffic and media were not disconnected as such, but their connections were rearranged and new ones emerged while others such as the postal services persisted.
On the Historical Alignment of Media and Mobility
Dorit Müller and Heike Weber
The Motorway as a Space of Neoliberalism
The article surveys a giant infrastructural construction project in Poland: the A2 motorway, connecting Poznan´ and Warsaw with the Polish-German border. It was the first private motorway in Poland, and the biggest European infrastructural project, and was realized in a public-private partnership system. The last section of A2 was opened on 1 December 2011, which can be seen as a key moment in Polish socioeconomic transformation. I examine it on two levels: (1) a discourse between government and private investors in which the motorway was the medium of economic and social development and infrastructural “the end” modernization of Poland; (2) practices and opinions of local communities, living along the new motorway. On the first level, the construction of A2 was seen as an impetus for the economic and social development of the regions where the motorway was built. But on the second level, I observe almost universal disappointment and a deep crisis experienced by local economies.
An Anthropological Perspective
Noel B. Salazar
Belgium in the 1990s, students were still expected to read philosophical texts in French, English, and German—and, I can assure you, reading Heidegger in German was maybe not much fun at first, but it taught me a lot about German culture and society. But
Gijs Mom and Georgine Clarsen
—especially those connected to nonsessility—are viewed with distrust by authorities and their “citizens,” those whose privilege is at that moment characterized by “sessility.” 2 And when they had made it to Germany, in buses, on trains, and in an occasional
Florian Krobb and Dorit Müller
significant aspect of the generation and transmission of knowledge lies in the temporal construction of travel narratives. The ways German travelers in Africa integrate their experiences into a linear, measurable passage of time reveals their desire to assert
Some Reasons Why Literary Scholars Have Been Slow to Hop on the Mobilities Bus
Mobility Studies through the Lens of Transmodality, Transnationalism, and Transdisciplinarity,” this issue. 2 Ibid. 3 Sasha Disko, “The World Is My Domain: Technology, Gender and Orientalism in German Interwar Motorised Literature,” Transfers 1, no. 1
A Decade of New Mobility Studies through the Lens of Transmodality, Transnationalism, and Transdisciplinarity
from Australia and Heike Weber from Germany were present in Wales as well, helping us to cement a form of interdisciplinarity that included media studies as well as settler colonialism. 6 Colin Divall, who had incited transport historians to undertake