Issues of measure and measurement, and their relation to value and values, are of concern in several major threads in contemporary social theory and social research. In this article, the notion of ‘measure–value environments’ is introduced as a theoretical lens through which the life of measures can be better understood. A number of points are made which represent both a continuation and a slight change in emphasis vis-à-vis the existing scholarship. First, it is argued that the relation between measure and (...) value is necessarily circular – better, entangled. Second, a conceptualization of measures as territorializing devices is advanced. Third, importance is given to the fact that measures are not simply tools in our hands, they are also environments in which we live. Fourth, attention is drawn to the fact that the unit ( n = 1) is not just a quantitative happening among others, but is qualitatively distinct. (shrink)

Artificial intelligence (AI) and machine learning (ML) are becoming increasingly significant areas of research for scholars in science and technology studies (STS) and media studies. In March 2020, Waymo, Google/Alphabet’s autonomous vehicle project, introduced the ‘Open Dataset Virtual Challenge’, an annual competition leveraging their Waymo Open Dataset. This freely accessible dataset comprises annotated autonomous vehicle data from their own Waymo vehicles. Yearly, Waymo has continued to host iterations of this challenge, inviting teams of computer scientists to tackle evolving machine learning (...) and vision problems using Google's data and tools. This article analyses these challenges, situating them within the context of the ‘Grand Challenges’ of artificial intelligence (AI), which aimed to foster accountable and commercially viable advancements in the late 1980s. Through two exploratory workshops, we adopted a ‘technographic’ approach to examine the pivotal role of challenges in the development and political economy of AI. Serving as an organising principle for the AI innovation ecosystem, the challenge connects companies and external collaborators, driving advancements in specific machine vision domains. By exploring six key themes—interface methods, incrementalism, metrics, AI vernacular, applied domains, and competitive advantages—the article illustrates the role of these challenges in shaping AI research and development. By unpacking the dynamic interaction between data, computation, and labour, these challenges serve as catalysts propelling advancements towards self-driving technologies. The study reveals how challenges have historically and presently shaped the evolving landscape of self-driving and AI technologies. (shrink)

Car cultures have social, material and, above all, affective dimensions that are overlooked in current strategies to influence car-driving decisions. Car consumption is never simply about rational economic choices, but is as much about aesthetic, emotional and sensory responses to driving, as well as patterns of kinship, sociability, habitation and work. Through a close examination of the aesthetic and especially kinaesthetic dimensions of automobility, this article locates car cultures (and their associated feelings) within a broader physical/material relational setting that includes (...) both human bodies and car bodies, and the relations between them and the spaces through which they move (or fail to move). Drawing on both the phenomenology of car use and new approaches in the sociology of emotions, it is argued that everyday car cultures are implicated in a deep context of affective and embodied relations between people, machines and spaces of mobility and dwelling in which emotions and the senses play a key part – the emotional geographies of car use. Feelings for, of and within cars (‘automotive emotions’) come to be socially and culturally generated across three scales involved in the circulations and displacements performed by cars, roads and drivers: embodied sensibilities and kinaesthetic performances; familial and sociable practices of ‘caring’ through car use; and regional and national car cultures that form around particular systems of automobility. By showing how people feel about and in cars, and how the feel of different car cultures generates habitual forms of automobilized life and different dispositions towards driving, it is argued that we will be in a better position to re-evaluate the ethical dimensions of car consumption and the moral economies of car use. (shrink)

Consequential historical decisions that shaped transportation systems and their influence on society have many valuable lessons. The decisions we learn from and choose to make going forward will play a key role in shaping the mobility landscape of the future. This is especially pertinent as artificial intelligence (AI) becomes more prevalent in the form of autonomous vehicles (AVs). Throughout urban history, there have been cyclical transport oppressions of previous-generation transportation methods to make way for novel transport methods. These cyclical oppressions (...) can be identified in the baroque and modernist periods, and a third oppression may occur in the contemporary period. To explore the idea of a third oppression, we focus on the bicycle and outline the history of cycling to understand how historical mode oppression unfolded. We then present several social and political factors that contributed to the oppression of cycling and share recommendations for how to avoid future oppressions including political, social, and design actions for researchers and policymakers to take. This paper argues that priorities for AI-enabled mobility and cyclist needs be advanced in proportion to the extent that they contribute to societal goals of urban containment, public realm, and proximal cities. Additionally, future mobility evolutions should prioritise mobility justice and mode choice over inducing a singular transportation method. (shrink)

Accounts of the nation and national identity have tended to focus upon the transmission by cultural elites of authoritative culture, invented traditions and folk customs. Following Billig, I suggest that the national is increasingly located in the everyday and in the realm of popular culture; far more so than in ‘high’ and ‘official’ forms of culture. To exemplify this, I discuss national automobilities, specifically exploring the role of iconic models, mundane motorscapes and the everyday, habitual performances of driving. With a (...) particular focus upon British and Indian car cultures, I further suggest that the ‘national’ is not a singular or monolithic entity but is constituted out of a vast matrix of interrelated elements, three of which are the models, geographies and performances identified above. As the national proliferates and expands, becoming globalized, it generates multiple forms of national identity, although consistencies and points of focus remain. Accordingly, as in other cultural fields, I argue that while global manifestations of automobility proliferate, this has not necessarily diminished the salience of the national in the relationship between driving cars and identity. The national thus remains a powerful constituent of identity precisely because of its often unreflexive grounding in everyday spaces and practices. (shrink)

In this article I provide a critical account of the ‘placing’ of England’s M1 motorway. I start by critiquing Marc Augé’s anthropological writings on ‘non-places’ which have provided a common point of reference for academics discussing spaces of travel, consumption and exchange in the contemporary world. I argue that Augé’s ethnology of supermodernity results in a rather partial account of these sites, that he overstates the novelty of contemporary experiences of these spaces, and that he fails to acknowledge the heterogeneity (...) and materiality of the social networks bound up with the production of non-places/places. I suggest that, rather than focusing on the presences and absences associated with the polarities of place and non-place, academics should examine the multiple, partial, dynamic and relational ‘placings’ which arise through the diverse performances and movements associated with travel, consumption and exchange. I then trace the topologies of England’s M1 motorway, examining some of the different ways in which the motorway has been assembled, performed and placed over the past 45 years. (shrink)

This article takes the motorway seriously as a place where the society of traffic can be found and studied. While many kinds of activities are done by drivers and passengers in parallel with driving on the motorway, such as listening to the radio, eating lunch or caring for, or being, children, I focus here on office work. Empirical material from a video-ethnography of one driver doing paperwork and overtaking a slow-moving vehicle ahead is used to examine in detail some of (...) the practices of combining driving and office-duties in the car while in motion. Drawing on the work of Harvey Sacks, the article examines how this mobile society is naturally organized as an architectural configuration brought to life in the practices of driving in traffic. Overlooked phenomena that are orderly stable features of being mobile are analysed, such as ‘overtaking’, ‘tailgating’ and ‘cruising’. Where other writers have used ‘speed’ to theorize the contemporary period, a brief re-specification is offered in the light of the uses, moral and otherwise, of speed within, and as made apprehensible in relation to, traffic. (shrink)

This article argues that de Certeau’s understanding of walking as the archetypal transhuman practice of making the city habitable cannot hold in a post-human world. By concentrating on the practices of driving, I argue that other experiences of the city can have an equal validity. In other words, de Certeau’s work on everyday life in the city needs to be reworked in order to take into account the rise of automobility. The bulk of this article is devoted to exploring how (...) that goal might be achieved, concentrating in particular on how new knowledge like software and ergonomics has become responsible for a large-scale spatial reordering of the city which presages an important change in what counts as making the city habitable. (shrink)

Following aluminum as part of a material culture of speed and lightness, this article examines how assemblages of energy and metals connect built environments, ways of life, and ideologies of acceleration. Aluminum can be theorized as a circulatory matrix that forms an energy culture. Through a discussion of speed and social justice, the history of aluminium-based socioecologies reveals how the materiality of energy forms assemblages of objects, infrastructures, and practices. The article then traces the aluminum industry’s involvement in the production (...) and distribution of energy itself both at the national scale of power grids and in the emergence of transnational transfers of energy, such as hydropowered smelters in Iceland. Finally, this analysis of deeply embedded energy cultures calls for a transnational approach to the accelerated socioecologies of aluminum production and consumption; and for energy transition theories to pay closer attention to the figured worlds and figuring work of the military-industrial complex. (shrink)

This article analyses the connections between forms of solitary automobile habitation and the use of mobile sound technologies in automobiles: the radio, cassette, sound system and mobile phone. It does this through an empirically informed analysis of automobile use. In doing so it re-evaluates our understanding of the occupation of space and place, arguing that traditional concepts of urban space have underestimated the active role that the users of these communication technologies might have in transforming the meaning of these spaces (...) as they pass through them. The article points to the powerful, and potentially problematic, role that sound technologies play in the daily experience of moving through the city. (shrink)

The article offers an insight into road traffic accidents by unravelling both the internal elements and the social context of the so-called car–driver hybrid. It takes a critical perspective on the art of designing road safety. More importantly, it seeks to contribute to social studies of transport and mobility through development of analytical concepts within the discipline. The points of departure are the inherent ambiguities of mobility. The author suggests that ‘being in traffic’ is always determined by coexisting forms of (...) mobility and immobility. This ambivalent stage is then called motility. The author discusses car-drivers as motile hybrids, as they are mobile and immobile, as well as subjects and objects at the same time. In order to apply these concepts, the question of what happens to hybrids in crashes is addressed, employing Bruno Latour’s concept of ‘immutable mobiles’. The article concludes with a discussion of the social role of road safety experts, arguing that transport safety experts create a specific kind of spatio-temporal order within which the motile hybrid exists. It is the safety professional who decides when to take agency away from the subject and give it to the object, and it s/he who determines where to slow down and where to speed up the car–driver hybrid. (shrink)

The automobile as an object of consumption, carrying meanings and identities, has evolved through three ages during the 20th century, each characterized by a peculiar cultural logic. In the age of class distinction, the car served as a status symbol of the sort theorized by Pierre Bourdieu. It marked out differences between classes, while simultaneously misrecognizing and legitimating their origins. In the age of mass individuality, the car was a reified consumer commodity, as postulated by the theory of the Frankfurt (...) School. It served to obscure qualitative class differences underneath the illusion of mass individuality, in which consumers varied by the quantity of desired automotive traits they could afford. In the age of subcultural difference, the car expressed the different identities of lifestyle groups in a leveled and pluralized consumer culture, as theorized by postmodernism. The extension of the cultural logic of each of these automotive ages ultimately contradicted its configuration, and pushed the car forward to the next age. (shrink)

Festival is a performative dimension of cultural praxis that strengthens bonds of cohesion in society. Festivals are also an integral part of religious praxis. They have the potentiality of bringing its adherents and non-adherents together thus creating and sustaining social communion among them. This reality of sustaining social communion confirms an important function of religion in society with particular reference to its social integrative effects. Therefore, this article assesses how religious festival, Christmas, fosters social integration among Igbos in Nigeria. On (...) a related note, many Igbos, see Christmas festival as unique occasion for them to visit their communities; attend meetings of their associations and/or town unions and consolidate family ties. These are opportunities for building social integrations, otherwise denoted as social communion in this research. This work makes use of critical analysis of relevant texts and questionnaire survey methods as means of gathering materials and data for this research. In view of understanding how Christmas festival aids social communion among the Igbo ethnic group, the theories of structural functionalism, social capital and social integration are being utilised as theoretical frameworks for this study. Finally, this study avers that religious festival cements social communion between the Igbos in Calabar Metropolis and their ancestral communities. (shrink)

This wide-ranging introduction to the special issue on Automobilities examines various dimensions of the automobile system and car cultures. In its broadest sense we can think of many automobilities - modes of autonomous, self-directed movement. It can be argued that there are many different car cultures and autoscapes which operate around the world, which cannot be seen as making driving (including freeways, motorways and autobahns) a uniform experience of movement in a controlled 'no-place' space. Yet, there clearly is an increasingly (...) globalizing car system, conceptualized as a powerful socio-economic and technological complex which sustains the car as a key object of mass production (Fordism) and mass consumption, which has impacted on spatial organization through roads, city layout, suburban housing and shopping malls and demands new forms of social life, sociability and time-space flexibility. This automobile system currently accounts for some 1.2 million deaths through traffic accidents a year world-wide, with the reversal of the long normalization of this form of 'mass murder,' now seen as a key topic for public health authorities. At the same time while it is potentially possible to subject cars to greater surveillance and systemic control through information technology, this in itself may not automatically lead to a reduction of accidents. In recent years the car has become a complex communicative platform for multi-tasking, a command centre for telephone, television, Internet etc., a place of work and instrumental tasking; but also a place of dwelling and refuge, a comfort zone for emotional decontrol via the sound system. Something which requires a more flexible driving habitus in which the senses are reconfigured and extended through the technology, as driving increasingly depends on the software as we move to intelligent cars and roads. Yet this is also something which generates an expanding set of new risks. The logic is for the driver to become the auto pilot and the automobile to become a sort of datasuit wrap. Yet it is not surprising that this view of the controlled safe car should also summon up its opposite: the car as dangerous and powerful, as a vehicle for excitement and speed. Especially so given that car racing practically originated alongside the birth of the automobile and is now itself a massive global industry whose imagery is central to the marketing of many types of cars. (shrink)

‘Complexity theory’ seems to provide some metaphors, concepts and theories essential for examining the intractable disorderliness of the contemporary world. Relations across that world are complex, rich and non-linear, involving multiple negative and, more significantly, positive feedback loops. This article shows how globalization should be conceptualized as a series of adapting and co-evolving global systems, each characterized by unpredictability, irreversibility and co-evolution. Such systems lack finalized ‘equilibrium’ or ‘order’; and the many pools of order heighten overall disorder. They do not (...) exhibit and sustain unchanging structural stability. Complexity elaborates how there is order and disorder within these various global systems. The global order is a complex world, unpredictable and irreversible, disorderly but not anarchic. (shrink)

This paper draws upon automobile semiotics and legal semiotics to argue that the car in Australian social security decisions becomes an avatar for the applicant that is then decoded into meaning streams concerning deservingness and prudence. It is suggested that this has two implications. The first it highlights the techniques where by a technical object and the ‘life’ of the applicant became bridged in law; and through that bridging life becomes ‘formatted.’ The second highlights the extent of automobile culture. The (...) car has meaning beyond the highways and parking lots. The paper shows how these meanings have become integrated into processes of biopolitical governance. (shrink)

One of the challenges that liberal neutrality faces in diverse societies is how to maintain neutrality towards conception of the good life, when establishment of a particular conception of the good and exclusion of other conceptions is inevitable, as in the case of language regulation. A possible solution is to justify this establishment by appealing to universal reasons, thus refraining from endorsing the intrinsic value of the established conception. This paper argues that such a solution is limited, as it does (...) not cover all inevitable-establishment domains. This is because there is a distinction within inevitable-establishment domains: domains in which rival options can coexist, such as language policy, and domains in which options are mutually exclusive, such as land-use policy. The paper argues that language policy is a coexistence domain, since it allows for a degree of personal agency, and it can refrain from making value judgments about the language that is endorsed by the state. Spatial organization and land-use policy, on the other hand, must rest on value judgments about the good life and cannot accommodate neutral justifications. The distinction has important implications for the scope of neutrality: neutrality turns out to be applicable in coexistence domains, and inapplicable in mutually-exclusive domains. Ultimately, it may be the case that neutrality may not be applicable even in language policy, since language policy exhibits characteristics of a mutually-exclusive domain. (shrink)

John Urry (1946–2016) was an extraordinary, generous and compelling force. As is evident in the hundreds of tributes and testimonials to his memory gathered already, his work influenced so many people through his talks at conferences, his published words in the pages of journals and his many books, and in conversations across viva examination tables, PhD juries and supervisory meetings. This essay remembers John’s contribution to the study of mobility and spatial theory more generally.

:How can a properly relational and anti-substantialist conception of masculinity be understood as belonging to the territorialising assemblage of the garage? Focusing on the relation between the suburban garage and masculinity, this article develops the concept of “opportunity” as part of a gendered passage of action. Two examples of the garage-assemblage are examined through their popular cultural myths. The first involves the example of disaffected working-class male youth working on cars as represented in the Australian film Metal Skin. The second (...) belongs to the “two-guys-in-a-garage start-up” allegory of Silicon Valley entrepreneurial culture in the popular narrative accounts of the Apple computer. These examples are used to explore how different cultural contexts can have a shared but differentially attuned sense of a techno-aesthetic appreciation of the relation between technology and masculine action. (shrink)

With the release of the latest IPCC report, the urgency to steer the transport sector toward ecological sustainability has been recognized more and more broadly. To better understand, the prerequisites for a transition to sustainable mobility, we argue that interdisciplinary mobility research needs to revisit the interaction between social structures and individual agency by focusing on social norms. While critical sociological approaches stress the structural barriers to sustainable mobility, political discourse over sustainable mobility is still largely dominated by overly individualistic (...) approaches, which focus on individual behavior change neglecting its social embeddedness. With discursive struggles over sustainable mobility intensifying, it becomes more urgent to better understand how structural contexts condition individual travel behavior, while at the same time showing how individuals engage in processes of social change. Against this backdrop, the article seeks to deepen the cooperation between sociological and psychological research in mobility transitions research. Building on a broad body of literature, we revisit recent theoretical approaches, which conceptualize the role of individual agency in sustainability transitions. On this basis, we highlight the role of social norms in mobility transitions as a key concept bridging individual behavior and social structures. Using Strong Structuration Theory as an integrative framework, we focus on the role of individual agency in processes of re-negotiation of social norms. Our main hypothesis is that individuals can contribute to mobility transitions by influencing and re-negotiating social norms, especially in the context of windows of opportunity. We analyze how focusing on the dynamic and conflicted nature of social norms can help to illustrate leverage points for a mobility transition as well as inspire future empirical research in the field. This includes that individuals can influence social norms through changing their own travel behavior as well as through engaging in discourse on transport policies. (shrink)

This article introduces a special electronic collection of many of the key works published by the late British sociologist John Urry (1946–2016) in the journals Theory, Culture & Society and Body & Society. It serves both to commemorate and to continue Urry’s profound contributions as a social theorist, as a network builder, and as a public intellectual who changed the face of British, and indeed global, social science. The selections range from 1982 to 2014, including articles and introductions to collections, (...) both sole-authored and collaborative pieces, all of which are put into context here in relation to his wider body of work. By gathering this portion of his work in one place we seek to make it easily accessible, as well as marking the signal importance of his impact on contemporary social theory. (shrink)

Much of the debate on sustainability is predicated on the belief that environmental demands lead to the production of sustainable technologies that induce environmental benefits. This fails to account for the influential ways technologies are used in practice, and the interactions between users and technologies that shape their environmental effects. This article uses the example of how cars and their drivers together accomplish the practice of driving through their interactions with each other, and explores the implications this has for generating (...) environmental outcomes. We draw on a body of literature that argues how together, users and technologies participate in carrying out practices that actively shape outcomes, and we show how and why this applies to sustainability. The article presents the case of the Toyota Prius, analyzing Toyota's intent in designing a sustainable car and contrasting it with the perspectives of thirty-eight of its drivers. We find that the possibility for fuel and carbon reduction is coproduced and is a result of complex interactions between technology, drivers, and driving practice. (shrink)