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Eigen-Sinn. This word – commonly rendered in English as "stubbornness" – has since become a key concept in German and even international scholarship for a specific approach referred to collectively as Alltagsgeschichte, the history of everyday life. Eigen-Sinn nowadays is a useful historiographic concept for understanding individual behaviors and actions that impact on the sphere of power and domination: submission and revolt, resistance and dropping-out. How this came about will be explained in this article by Thomas Lindenberger.
Klaus Nathaus and C. Clayton Childress convincingly argue that cultural and symbolic objects are produced before they are consumed and that therefore cultural historians should take a closer look at the social and economic conditions of cultural production. Instead of taking it for granted that mass reception inversely indicates the existence of a demand already ‘being there’, historians should dig into the production processes influenced (among others) by individual taste, material interest, and arbitrary decisions – or, as Nathaus, Childress and the often cited Richard A. Peterson would call it – contingency. While most of Nathaus and Childress’s examples stem from the field of music, I will in my response apply the cultural production concept to a non-musical field, namely documentary photography in the first half of the twentieth century. Further, I will raise some questions that still seem to be unanswered. Given that the causal relation between production and consumption by and large equals the chicken and egg problem, what sense does it make to shift attention from reception to production – especially when dealing with modifications of objects, commodities, or genres rather than inventions in the sense of ‘there was nothing like this before’? I will suggest to extend the concept beyond the study of ‘classical’ cultural objects – like novels or records – and to include commodities like food, clothes, or cars. Finally, I will raise the question of how to apply the production of culture perspective to socialist economies after 1945, which to my knowledge has not been tried yet.
The supposedly commercial products of the culture industry are increasingly facing sales difficulties because growing numbers of self-assertive consumers are downloading products at will, thus no longer following the given rules of the market. Not only multinational record companies, but also representatives of ‘high’ culture are adamant in their criticism of the current ‘culture for free’ tendency. The latter can hardly be characterized as profit-oriented – nor would they describe themselves that way – but they contend that bootleg copies are a threat to their livelihood, and that the culture of piracy paves the way for harebrained mass products. The discussion encompasses copyright laws and the ways consumers are appropriating cultural products as well as the question whether or not these tendencies will fundamentally change the production of culture. Such debates are charged with cultural criticism, but in essence of economic nature. In addition, the cultural sector is faced with the accusation of waning societal relevance. In the arts and features sections of newspapers and magazines, journalists and essayists bemoan that pop culture is no longer ‘the voice and mirror of political and social change, like twenty or thirty years ago’. Although popular culture may have evolved from its original return and distribution strategies as well as its constitutive (at least for some) connection to youth and protest movements, a medially conveyed, market-driven culture that is accessible to a wide audience remains a characteristic feature of modern societies and their self-perceptions.
Caricature can be defined as an art engagé which aims to transmit a social or political message. In order to achieve this goal, the satirical picture triggers an emotional reaction in the audience and guides it through a cathartic coming-of-awareness process. The feelings evoked by caricature must not necessarily be expressed through laughter; but they are a joyful or indignant shock reaction to gazing at something absurd. William A. Coupe, following Schiller, therefore defines the nature of caricature as the outcome of a dialectical struggle between the ideal and the real: ‘This conflict of ideal and real may, however, be seen and expressed in two different ways, in an emotional and serious or in a humorous and jesting fashion.’
Beyond Nostalgia and the Prison of English. Positioning Japan in a Global History of Emotions
(2021)
This article interrogates the history of emotions at a pivotal moment in its growth as a discipline. It does so by bringing into conversation the ways in which scholars in Japan have approached ›nostalgia‹ (and emotions more broadly) as an object of study with concepts, theories, and methods prioritised by a predominantly Eurocentric field. It argues that Anglocentric notions of nostalgia as conceptual frameworks often neglect the particularisms that underlie the way that the Japanese language communicates and operationalizes cultural norms and codes of feeling. It also examines the aisthetic work of musicologist Tsugami Eisuke to help understand historical and psychological distinctions between ›nostalgia‹ and Japanese ideas of temporal ›longing‹, working towards a global history of emotions that meaningfully embraces multilateral and multi-lingual interaction. This article thus argues for a more nuanced way of discussing nostalgia cross-culturally, transcending dominant approaches in the field which are often grounded in a specifically Euro-Western experience but claim universal reach.
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.
Northeim is a town on the Leine River situated in the hilly region of Lower Saxony between Hildesheim and Göttingen; to historians it is known as the location of William Sheridan Allen’s path-breaking study of the Nazi Machtergreifung. The book was based on a 1962 dissertation at the University of Minnesota, and Allen first published it while at the University of Missouri in Columbia in 1965. Within two years, it appeared in England and was translated into German and French. Allen had settled at the State University of New York in Buffalo by the time I read the second, revised edition (New York 1984), which I used to write this review. In the forty years since its publication, Allen’s readable history became a standard for undergraduates in North America; and his microhistory of the Machtergreifung has been replicated in most German localities. A number of American scholars in particular have followed in Allen’s footsteps: Peter Fritzsche, David Imhoof, Rudy Koshar, and others, including myself. Part of the reason for the interest of American doctoral students in German Mittelstädte is, of course, pragmatic. When one has limited time and money for a research trip abroad, it seems reasonable to select for study an ‘überschaubare’ provincial town. The peculiarities of American culture is surely another reason that historians from the United States look for the German equivalent of ‘middle America’ in what Mack Walker called ‘German home towns’.1 But in the end, German historians from many countries, including Germany, have adopted Allen’s method because close investigations of events ‘on the ground’ offer a necessary balance to modern German histories ‘writ large’.
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.
Access Activism. The Politicization of Wheelchairs and Wheelchair Users in the Twentieth Century
(2022)
For millions of disabled people around the world the wheelchair has been one of the most important technological innovations of the twentieth century. From its inception as a relatively cumbersome, heavy machine, designed principally for indoor use, the wheelchair has evolved into a sophisticated and highly technical mode of transport. Wheelchairs are, at least in the Global North, relatively widely used and universally recognizable – so recognizable that they have become the cultural symbol to represent all disabled people. Wheelchairs are often viewed with trepidation: as machines that disable, confine, and deprive their occupant of independence – as medical devices that doctors prescribe only to the sick, the wounded or the elderly. Such definitions and perceptions infiltrate the public lives of wheelchair users, cause considerable macro and micro political difficulties, and consequently disable users in a myriad of different ways.