Mobilities最新文献

This paper investigates the life experiences of creative expats and the associated impact of, and on, the built environment of their host localities. Grounded on participants’ testimonies, we develop the concept of transient mentality as a potential mediating factor in-between such reciprocal relations. Employing an interview and survey-based research approach and drawing on grounded theory for data collection and analysis in Beijing, China, we found that the prevalence of a transient mentality among creative expats is influenced by the nature of their occupations, the fluidity of their social relationships, and the rapid transformations in the built environment. This transient mentality, in turn, affects the production of the cityscape through the consumption preferences of these expats. We argue that understanding such a transient mentality is crucial for urban planning and cultural policy, particularly in (emerging) global cities that work to brand themselves as international creative hubs.

In this study, we use a strengths-based approach to explore the ways that walking and cycling are practised and promoted in Māngere and Ōtara, two ethnically diverse, lower-income suburbs of Auckland, Aotearoa New Zealand. Using practice theory and positioning our research within a growing body of work on marginalised mobility cultures and the ‘human infrastructure’ of active transport, we find that family-centred, inclusive events; holistic promotion models; and strong volunteering and skills sharing networks are foundations of active mobility in South Auckland. Amongst the barriers to participation that were reported in our study, threats to safety stand out: They include road safety, concerns about personal security and stray dogs. Dealing with these threats requires advanced skills or ‘competences’ to sustain walking and cycling – particularly amongst women. We highlight the ways that infrastructural investment and community funding processes may help to overcome barriers and enable these communities to ‘roll together’.

This article investigates instances in which mobility justice is highlighted in post-disaster tourism in eastern Tohoku, Japan, a coastal area almost completely destroyed by the March 11, 2011 earthquake and tsunami. After this unprecedented disaster, some of these towns have directed their recovery efforts toward the development of post-disaster tourism as a means to counteract outmigration and loss of jobs. By using the broader frame of mobility justice in tourism and geographies of affect, this article seeks to showcase how affective relations between people and post-disaster places, and between international tourists and locals, can foster a better understanding of the big and small injustices enacted at different scales in the area. In particular, this article focuses on the potential of ‘recognition justice’ to rebalance the scale between top-down policies and local needs. Post-disaster tourism performances utilize the mobility of information through global media, spreading survivors’ narratives, stories, and images. A politics of affect built around landmarks in the post-disaster landscape the tsunami has contributed to the creation of immobile nodes, which become locus of contestations and opportunities to leverage mobility justice and broader recognition justice for the local populations.

In attempting to understand and prevent fare evasion, existing research and policy have often categorised fare evaders based on passenger ‘types’ or profiles. However, such categorisations of ‘malicious’ or ‘virtuous’ behaviours rely on underlying moral claims which often go unexamined. In this paper, we study how different actors construct such moral claims as part of everyday interactions. We demonstrate that the everyday moralities of not or under-paying are diverse, locally occasioned, and emotionally charged. Drawing on social media and video data from Chile and the UK, we examine interactions between passengers, by-standers, transport workers, and transport operators. We highlight the diverse resources that actors draw upon to construct moral claims around fare evasion, including the mobilisation of alternative moral categories; attempts to produce exceptions to formal rules; and the foregrounding of moral emotions. The paper engages with an interdisciplinary body of work which reassesses existing policies and societal responses to fare evasion, while also contributing to a nascent literature on everyday morality and mobilities.

This paper aims to contribute to digitally mediated mobilities literature by studying ordinary people’s differential mobilities within a contact tracing system called the ‘Electronic Entry Register’ formulated by the South Korean government during the COVID-19 pandemic. Employing the posthumanist perspective, this empirical study examines differential mobilities produced by the smartphone-holding citizens on the move, focusing on the agential capacities differentiated through their performances for digital mediations. Consequently, a sequence of field research comprising a walking interview, observation, and sit-in interview was conducted in Seoul during the pandemic. While most research participants acknowledged that they were profoundly affected by the mode of control imposed by the tracing system, many actively strove to strengthen their body-smartphone prosthetic-ness to technically enhance their mobilities, particularly by internalising some procedures into the smartphone. Their differential capacities in turn mutated their embodied speeds and the overall progression within the tracing system, which some others found difficult to catch up with. Subsequently, the researcher discusses the political significance of differentiated agential capacities at the sites of technological mediations and proposes the posthuman body as a useful unit of analysis for critical studies on digitally mediated mobilities.

The relation between climate change and migration is subject to fast growing attention in scientific, policy, and public discourse. It is also subject to numerous representations and containment measures that carve out a new form of migration; one that includes visions of which populations deserve protection, should be stopped, or made mobile, and what areas are worth saving. This article interrogates these processes of bordering associated with climate mobilities research and policymaking, whilst also exploring how border-mobility relations and associated processes of bordering might be changed or rethought in a changing climate. Drawing on empirical examples from different world contexts—ranging from the Pacific to Southern Europe, we centre on the plural and contested ways in which borders in relation to climate mobilities manifest themselves in both geopolitical, conceptual, and cognitive terms, and in doing so build on, but also move beyond, literature examining the securitisation and exclusionary effect of borders vis-à-vis climate mobilities. We signal how a critical understanding of bordering further exposes classifications of so-called internal or international climate migration, of the un/deserving migrant, of the environmental un/privileged; and demonstrate how climate im/mobilities themselves feed into, resist, reshape, or even reimagine processes of (re)bordering.

Many universities are transforming campuses by responding to globally significant, locally specific, economic, political, and social imperatives. Some are implementing urban and regional transformations in higher education delivery to increase student access and diversity. Their success can depend upon infrastructures provided by other parties. Public transport is an example. Transit accessibility and equity affect quality of life, livelihoods, life course, and liveability in cities. Growing numbers of international studies consider factors shaping student travel to and from university campuses by public transport; fewer address local socio-spatial experiences of travel. Informed by debates about differential accessibility of suburban and city campuses, we examined student experiences at an Australian regional university undergoing transformation. We report on a study assessing multiple trips to and from two campuses to five destinations. Rich insights were drawn from experiences of antisocial behaviour, vulnerability, and sub-optimal service provision and reveal why some students think public transport is a mode of last resort. Universities and their stakeholders need to know more about student experiences of mobility. Such knowledge could inform tailored transport interventions and universities’ willingness to encourage public transport providers to view their services as infrastructures of care.

Over the last few years, electrically assisted cycling, e-biking, has increased substantially worldwide. Replacing car driving for individual journeys, especially commuting, is highlighted as important to mitigate climate change, improve public health, and reduce congestion and other unwanted consequences connected to the car. Car driving, however, is still the overwhelmingly dominant mode of personal transport globally and the ‘system of automobility’ permeates the whole of society. Flexibility and autonomy are considered the main reasons for the car’s dominance (Urry 2004). By analysing interviews and diaries kept by e-bikers, collected in semi-urban and urban settings in Sweden, this article aims to contribute to knowledge about emerging micromobility practices such as e-biking in relation to a transport system where flexibility is the norm. The results show that e-biking encompasses elements that give the practice potential to both recruit and retain practitioners. By successfully combining elements of conventional cycling and car driving, it offers reliability, convenience, and flexibility. E-biking facilitates transforming a dull commute into leisure as the rider can enjoy the sensuous and reflective aspects of the journey. At the same time, through that squeezing of time, it does not challenge prevailing structures but rather maintains the time-space of automobility.

In 2016, The National Highway Traffic Safety Administration reported that human error is involved in 94–96% of all motor vehicle crashes. Also in 2016, Bonnefon et al. predicted that autonomous vehicles could eliminate 90% of traffic collisions due to their elimination of human error. However, questions of safety, accessibility, and social equity have arisen after the first pedestrian death by an autonomous vehicle in its testing phase occurred in Tempe, AZ, in 2018. This project analyzes how social equity issues shape the discussion, creation, and implementation of governmental policies and regulations surrounding driverless automobiles in Tempe, using policy and text analysis as well as semi-structured interviews of government officials or residents of Tempe. Informed by the concept of the right to the city and critical legal studies, this research suggests that public policy around autonomous vehicles does create new and expand existing spaces for inequality in Tempe. This is exacerbated by increased awareness of inequality within Arizona’s autonomous vehicle regulation scheme and its entire transportation system after the first pedestrian death by autonomous vehicle.