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Debating Consumer Durables, Luxury and Social Inequality in Poland during the System Transition
(2017)
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.
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.
In this article I examine the context for the British bank Barclays’ decision to disinvest from South Africa in 1986, with special attention to the impact of the Anti-Apartheid Movement’s campaign against the bank. The 18-year long campaign against Barclays – the largest bank in South Africa at the time and the fourth largest foreign-owned corporation – points to significant developments within the fields of corporate social responsibility and the potential influence of social movements on multinational corporations. Applying the theoretical approach of subpolitics as developed by Ulrich Beck in combination with the later subdivision by Boris Holzer and Mads P. Sørensen into a passive and an active form, it is possible to analyse the decisions of both anti-apartheid activists and Barclays on similar terms. The conclusions drawn in this article emphasise the idea that economic decisions taken by multinational corporations may have unintended political consequences and, furthermore, that the awareness of this phenomenon has contributed to the development of corporate social responsibility. Finally, I suggest that the campaign against Barclays generated public attentiveness towards the social responsibility of businesses.