21. Jahrhundert
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A radical process of standardization of tourist destinations around the globe, particularly in urban contexts, has been described by numerous scholars during the last decades. Indeed, the reinvention of many cities as tourist destinations has made evident ‘an odd paradox: whereas the appeal of tourism is the opportunity to see something different, cities that are remade to attract tourists seem more and more alike’. In such a context, both scholars and practitioners point to abstract elements such as images, identities, flairs, and experiences, as the main elements defining destinations’ profiles. The American historian Catherine Cocks argued that the attribution of a ‘personality’ to the city was a key aspect in the transformation of American cities into tourist destinations. Urban personalities made the city easily available, readable and intelligible, transformed it into a salable commodity, and offered a compelling reason to visit it and to come back. Similarly, contemporary European cities can be seen as bearers of specific local urban identities that remain relatively fixed even when information, stereotypes and attributes may prove to be inaccurate or simply false. Wolfgang Kaschuba has in this sense described the production of urban identities as a cultural technique that is predominantly performed in certain societal spaces such as literature, tourism, mass media, pop culture, and history marketing. This article focuses on one of such spaces, tourism, and explores how tourist communication transforms Berlin into a distinct and unique destination. It asks how the city is enacted by tourism as a singular and bounded entity, to which multiple orderings of identity are attributed.
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.’
By the late 1970s, it was technologically possible to manufacture microcomputers – very small, stand-alone computers for personal use – in very large quantities. Selling them, however, meant creating a mass market where none existed: conventionally, only trained professionals, and a few devoted enthusiasts, interacted directly with the machines. Designers, marketers, retailers and other promoters therefore sought to build meanings into the design and presentation of computers which would connect them with new audiences. Such meanings reflected – and might themselves modify – the prevalent hopes, fears, desires and expectations of the users’ cultures.
The web and tomorrow’s historiography. Since the 1990s the world wide web (or simply, the web) has been an integral and important part of the communicative infrastructure of modern societies. On the one hand the web has developed as a new medium in its own right, in continuation of other media types such as newspapers, film, radio and television. On the other hand, the web has been intimately entangled in the social, cultural and political life taking place outside of the web. For example, within the realm of politics the web has been essential for the extreme left and right since the mid 1990s (as a platform for discussion and mobilisation as well as for the diffusion of political ideas). And in everyday life an important part of modern youth culture has for a number of years been closely connected to such web phenomena as YouTube, Facebook and Twitter.
Milton Friedman hung up the phone in disgruntlement. The most influential economist of the postwar era had just called three different banks, one in Chicago and then two in New York, in order to initiate a financial transaction. He wanted to sell short $300,000 in pound sterling. Short selling is a technique for speculating on falling prices. Initially, speculators can only speculate on rising prices: they buy something and hope that it gains value, so that they can sell it at a profit. If the price for this asset goes down instead, the speculator incurs a loss when he resells it. So in order to profit from falling prices, speculators need to sell first and buy later – which is indeed possible if what is sold now is in fact only to be delivered a few weeks later. If the speculator is right and prices fall in the interim, he can buy cheap just before delivery is due and thus profit from having already sold what, at the time, he had not yet owned.
The newly emerging historical scholarship on the era ›after the boom‹, on the marketization of societies in the wake of the neoliberal political reforms, deregulation, and privatization starting in the 1970s, has emphasized this threshold as an epochal break that was driven by large-scale structural shifts in the global economy, in social relations, and in cultural identities. This new accentuation of the economic and social transformation has, for good reason, eclipsed older historical traditions that focused on events, discourses, specific interests, and individual actors. The marketization of social relations is thus often considered to be the result of processes beyond the reach and scope of purposeful actors that promoted specific societal changes. While this historical focus is quite right in denying independent causal status to specific agents and the self-aggrandizement of vain leaders and their intellectual entourage, it tends to obscure the historical genesis of ideas and concepts that later became critical components of political leadership, and the specific constellations of interests, knowledge and actors that did prefigure and originally promote the marketization of economic and political institutions.
Marketization is a broad term with a wide range of meanings. It encompasses measures of deregulation and privatization as well as the perceived increase of an ›economic‹ logic in social relationships. For historical purposes, the term should not be narrowly defined, and nor should the concept of marketization be used in an ahistorical manner detached from contemporary usage. However, there are two questions which the historical analysis of marketization needs to address. First, what is the conceptual understanding of the market mechanism to which the term marketization is linked? Second, what is the relationship between marketization and economic theory?
Theory matters. Most historians would probably agree with this postulate, in the sense that theories from disciplines such as sociology, economics or psychology can sharpen historical analyses of any topic (though many of them may prefer quite pragmatic, common-sense approaches in their own empirical studies). But when it comes to a historical understanding of a phenomenon like marketization, theory does remain an analytical resource – and at the same time turns into a multifaceted object of research. The way we think about markets is highly affected by theorists, and not only by their ideas but also by their effectiveness in making them influential over specific periods of time.
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.