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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.
Warum wurde eine West-Berliner Großsiedlung weit über die Grenzen der Stadt hinaus zum viel zitierten Beispiel einer fehlgeschlagenen Stadtplanung und sozialer Probleme? In den Jahren um 1970 erschien eine beeindruckende Zahl an Zeitungsartikeln, Filmen und wissenschaftlichen Studien, die sich mit dem Märkischen Viertel befassten – einer Großsiedlung, die von 1963 bis 1974 am nördlichen Stadtrand West-Berlins entstand. Der Aufsatz folgt der diskursiven Herstellung des Viertels als urbaner Problemzone. Er zeigt, wie darin eine Desillusionierung über die urbane Moderne zum Ausdruck kam, die eng verknüpft war mit der Sorge um eine neue Schicht von desintegrierten Randständigen. Durch ihre Forschungs-, Sozial- und Medienarbeit wirkten in erster Linie Angehörige eines linksalternativen Milieus, das in West-Berlin besonders aktiv war, auf die mediale Darstellung des Viertels ein. In ihrem Bemühen, gesellschaftliche Missstände aufzudecken, trugen sie unfreiwillig zu der nachhaltigen Abwertung des Quartiers bei. Dessen Image war verbunden mit der Suche nach alternativen Beschreibungen der »Ränder« der Gesellschaft angesichts einer sich auflösenden traditionellen »Arbeiterklasse«.
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.