This article addresses the complex relationships between political discourses, demographic constellations, the affordances of new technologies, and linguistic practices in contemporary Germany. It focuses on political and personal responses to the increasingly multilingual nature of German society and the often-conflicting ways in which “the German language” figures in strategies promoting social integration and Germany's global position. In order to do this, the idea of “the German language” is contextualized in relation to both internal and external processes of contemporary social change. On the one hand, changes to the social order arising from the increasingly complex patterns of inward migration have led to conflicts between a persistent monolingual ideology and multilingual realities. On the other hand, changes in the global context and the explosive growth of new social media have resulted in both challenges and new opportunities for the German language in international communication. In this context, the article explores internal and external policy responses, for example, in relation to education and citizenship in Germany, and the embedding of German language campaigns in strategies promoting multilingualism; and impacts on individual linguistic practices and behaviors, such as the emergence of “multiethnolects” and online multilingualism.
Despite the ubiquity of recreational vehicles traveling America’s highways, only a few scholars have chosen to study them closely. This certainly cannot be because recreational vehicles (RVs) are not significant enough in their scope or scale to warrant attention. In fact, they are very prevalent, as demonstrated by the Recreational Vehicle Industry Association’s estimate that 8.9 million American households own one. It certainly cannot be that their impact is not felt in many communities across the country in the form of branded RV parks, mega dealerships, and tourist destinations purposefully outfitted with all the hookups a land yacht captain requires. It is, therefore, hard to understand how such a highly visible transportation and recreation technology has remained largely invisible for many scholars, even among those working on related topics. The RV’s place in American society has only been studied in a piecemeal fashion, with contributions frequently authored by those outside the discipline of history. This article will review RV-related scholarship and suggest how the lacunae in our understanding of the RV phenomenon would best be filled.
Rasmus Grønfeldt Winther and Jonathan Michael Kaplan
All eyes are turned towards genomic data and models as the source of knowledge about whether human races exist or not. Will genomic science make the final decision about whether racial realism (e.g. racial population naturalism) or anti-realism (e.g. racial scepticism) is correct? We think not. The results of even our best and most impressive genomic technologies under-determine whether biogenomic races exist, or not. First, different sub-disciplines of biology interested in population structure employ distinct concepts, aims, measures and models, producing cross-cutting categorisations of population subdivisions rather than a single, universal biogenomic concept of 'race.' Second, within each sub-discipline (e.g. phylogenetics, conservation biology), genomic results are consistent with, and map multiply to, racial realism and anti-realism. Indeed, racial ontologies are constructed conventionally, rather than discovered. We thus defend a constructivist conventionalism about biogenomic racial ontology. Choices and conventions must always be made in identifying particular kinds of groups. Political agendas, social programmes, and moral questions premised on the existence of naturalistic race should accept that no scientifically grounded racial ontology is forthcoming, and adjust presumptions, practices and projects accordingly.
Jutta A. Helm
For more than a century, Germany has had a well-balanced system
of cities showcasing considerable variety in their social and physical
make-up. It has lacked spectacular global cities like New York,
Tokyo, or London. Instead, western cities include industrial cities
like those in the Rhine-Ruhr Valley and cities shaped by universities
and research (Göttingen or Freiburg), media and publishing (Hamburg),
culture and high-technology sectors (Munich), banking and
finance (Frankfurt/Main), wholesale trade and insurance (Cologne
and Düsseldorf), as well as government and administration (Berlin,
Bonn, and most state capitals). Dramatic social or economic crises
that generate debates about urban decline have not happened.
Thanks in part to effective urban governments, no German city has
come close to the near-collapse of American rustbelt cities during
the early 1980s, or the fiscal meltdown of New York City in the
1970s. Crime has been consistently lower and less violent, and the
American racial divide has no equivalent in German cities. East German
cities, while more unevenly developed, have been no less stable.
East Berlin was the dominant center, linked to the industrial
cities in the North (Rostock) and South (Leipzig, Halle, Dresden) by
a rather creaky infrastructure.
Conceptual work on the history of mobilities has been devoid of animation other than humans and their machines. The deafening automobility of the present has drowned out memories of an “animal past” teleologically, and the raucous rapidity of the mobile machine drives over the “animal present.” This article is an attempt to explore what a history of mobility that takes animals seriously might look like. It is based on the argument that living nonhuman creatures have their own mobilities and that these animobilities have shaped and been shaped by human societies. It is intended to open up historical narratives of a complex, shifting, nonlinear relationship between animals and changing human technologies of transport—as part of this journal's mission to rethink mobility and include more subaltern approaches. A key finding is that mobility's negative sociopolitical and environmental effects on different groups, in fact species, are inversely correlated to their proximity to power. This article touches on several research trajectories, but the focus is on control of mobility by the state, with case studies drawn from southern Africa's history.
Rosa E. Ficek, Shanshan Lan, Walter Gam Nkwi, Sarah Walker, and Paula Soto Villagrán
Decentering the State in Automobility Regimes
Kurt Beck, Gabriel Klaeger, and Michael Stasik, eds., The Making of an African Road (Leiden: Brill, 2017), 278 pp., 34 illustrations, $78 (paperback)
Understanding Globalization from Below in China
Gordon Mathews, with Linessa Dan Lin and Yang Yang, The World in Guangzhou: Africans and Other Foreigners in South China’s Global Marketplace (Chicago: University of Chicago Press, 2017), 256 pp., $27.50 (paperback)
Rethinking Mobility and Innovation: African Perspectives
Clapperton Chakanetsa Mavhunga, ed., What Do Science, Technology, and Innovation Mean from Africa? (Cambridge, MA: MIT Press, 2017), 256 pp., 25 black-and-white illustrations, $36 (paperback)
When Is a Crisis Not a Crisis? The Illegalization of Mobility in Europe
Nicholas De Genova, ed., The Borders of “Europe”: Autonomy of Migration, Tactics of Bordering (Durham, NC: Duke University Press, 2017), 376 pp., $27.95 (paperback)
City, Mobility, and Insecurity: A Mobile Ethnography of Beirut
Kristin V. Monroe, The Insecure City: Space, Power, and Mobility in Beirut (New Brunswick, NJ: Rutgers University Press, 2016), 204 pp., 7 photographs, $27.95 (paperback)
As announced in our most recent editorial, this issue of Transfers features a series of reflections on the role of movement and mobilities in the fields of history of science, technology, and medicine. Four major collaborative projects in different stages of completion are introduced: “Moving Crops and the Scales of History”; “Individual Itineraries and the Circulation of Scientific and Technical Knowledge in China (16th–20th Centuries)”; “Migrating Knowledge”; and “Itineraries of Materials, Recipes, Techniques, and Knowledge in the Early Modern World.” Over the past few years, historical research on scientific and technological change and movement has altered substantially in form and content. Many projects have taken on a collaborative format as globalization and global exchange methodologies advanced and brought about an increased awareness of geographies, cultural differences, and postcolonial debate but also as sources became increasingly visible and available through digital means and researchers themselves became more mobile. The four examples selected can inevitably provide only a glimpse into this changing landscape and were chosen as offering a representative geographic coverage of European and US American scholarship in which, however, colleagues from a wide range of areas including India, South America, and Asia were involved.
In the last seventy years the nature of war has changed dramatically. Rather than involving two or more national armies fighting in uniform and obeying an orderly chain of command, most organised violence since the end of the Second World War has been asymmetrical, involving a regular army on the one hand and militia or guerrilla forces on the other.1 At the same time, the nature of battle – the intense, adrenaline-fueled close quarters confrontation that has traditionally defined the very heart of our idea of war (Keegan 1983) – is also changing as a result of dramatic advances in our ability to fight remotely. The increasing role of robotic devices and drones in recent conflicts, as well as the exponentially growing potency of cyberwarfare, are changing what it means to do combat. Now, asymmetrical war has been around forever. Defeated armies and weaker parties have often turned to guerrilla tactics against stronger foes. But, in recent decades, asymmetrical war has become the primary form of violence we encounter. Similarly, the history of military technology has always been the history of killing at a growing distance (swords allow more distance than fists, longbows than swords, rifles than longbows and so on). And yet, recent years have seen a qualitative leap in what we can do from far away.
Conceptions of the ‘good life’ and the various accounts of human well-being almost always entail some reference—direct or indirect—to physical and psychic health. The very term ‘disease’ implies ‘disease’, an absence of that which renders the human condition agreeable. There are many dimensions to disease, and to its counterpoint, ‘good health’. These range from concerns with therapy and the therapeutic to the advance of our understanding—in the modern world through the natural and social sciences—of illness, and from the cultural significance of disease to the economic costs and implications of ill-health and its management. Under the conditions of ‘modernity’ the nature and meaning of illness and of disease, though still culturally contested, has changed. Modern science has rendered the previously ‘inscrutable’ open to scrutiny and explanation. The advance of therapy is now inextricably bound up with the explanation of illness at the microbial, molecular and genetic levels. One consequence of the modern science of medicine has been to underwrite a quest for cures—paradigmatically embodied in new surgical interventions and technologies as well as, iconically, in the quest for ‘magic bullets’ represented, to begin with, by Paul Ehrlich’s salvarsan and later extended to antibiotics and to new-generation ‘designer drugs’.
Robert C. Post, Urban Mass Transit: The Life Story of a Technology Zachary M. Schrag
Joel Wolfe, Autos and Progress: The Brazilian Search for Modernity J. Brian Freeman
Georgine Clarsen, Eat My Dust: Early Women Motorists Liz Millward
Virginia Scharff and Carolyn Brucken, Home Lands: How Women Made the West Margaret Walsh
Jeffrey W. Alexander, Japan’s Motorcycle Wars: An Industry History Steven L. Thompson
Lewis H. Siegelbaum, Cars for Comrades: The Life of the Soviet Automobile Valentina Fava
Per Lundin, Bilsamhället: Ideologi, expertis och regelskapande i efterkrigstidens Sverige Bård Toldnes
Ruud Filarski and Gijs Mom, Van transport naar mobiliteit: De Transportrevolutie, 1800–1900 and Van transport naar mobiliteit: De Mobiliteitsexplosie, 1895–2005 Donald Weber
William J. Mitchell, Christoper E. Borroni-Bird, and Lawrence D. Burns, Reinventing the Automobile: Personal Urban Mobility for the 21st Century Joe Schultz
Randal O’Toole, Gridlock: Why We’re Stuck in Traffic and What to Do About It Bob Post
Edna Bonacich and Jake B. Wilson, Getting the Goods: Ports, Labor, and the Logistics Revolution Vaclav Smil
Ian Carter, British Railway Enthusiasm Stephen Cutcliffe