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)

How can one distinguish the concept of second modernity from the concept of postmodernity? Postmodernists are interested in deconstruction without reconstruction, second modernity is about deconstruction and reconstruction. Social sciences need to construct new concepts to understand the world dynamics at the beginning of the 21st century. Modernity has not vanished, we are not post it. Radical social change has always been part of modernity. What is new is that modernity has begun to modernize its own foundations. This is what (...) it means to say modernity has become reflexive. It has become directed at itself. This causes huge new problems both in reality and in theory. There has been a pluralization of the boundaries within and between societies, between society and nature, between Us and Other, between life and death. This pluralization also changes the inherent nature of boundaries. They become not so much boundaries as a variety of attempts to draw of boundaries. Border conflicts become transformed into conflicts over the drawing of boundaries. Where postmodernism simply celebrates this multiplication of boundaries, the theory of second modernity starts with the problem this new reality poses for individual and collective decisions, and with the problem that the continued existence of such decisions poses for theory. Institutions that are capable of such conscious boundary drawing are enabled in a way that those of the first modernity were not. But this process also generates qualitatively new kinds of trouble and crises. To investigate those troubles is to unveil the emergence of the second modernity. (shrink)

This article attempts to understand the reconstitution of the `present' in modern societies. I argue that this reconstitution is the result of work done on `bare life', which I associate with that little space of time between action and performance. The article goes on to consider the ways in which this reconstitution of the present is taking place, using examples from the economic sphere. Throughout the article, I argue that operations on bare life are not only instrumental but also open (...) up new spaces of biopolitical practice based on a greater recognition of the value of slowness in a world commonly figured as fast. (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)

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)

This article is an attempt to understand the increasing profile of complexity theory as a geography of dissemination. In the first part I suggest that complexity theory, itself a rhetorical hybrid, takes on new meanings as it circulates in and through a number of actor-networks and, specifically, global science, global business and global New Age. As complexity theory circulates in these networks, so it encounters new conditions, which generate new hybrid theoretical forms. In the second part of the article, I (...) consider how complexity theory might be interpreted as the emergence of a new structure of feeling in Euro-American societies, which frames the future as open and full of productivity. The conclusion offers some words of warning. (shrink)

If we begin to sense that Deleuze will have been the first to recognize Gabriel Tarde as a kind of «precursor » which he explored in his most untimely actuality, the constitutive character of Tarde’s inspiration for Deleuze has not been closely studied. It seems, however, as if Deleuze’s critique and overcoming of structuralist thought depends upon this reactualisation of Tarde’s work. This will allow us to better understand the extended »forgetting » of’ Tarde, buried for so long under the (...) Durkheimian structural model which has dominated the social and human sciences. (shrink)

In this article, the sociocultural meanings and social relations and expectations that cohere around `road rage' and serve to invest it with its particular resonance in contemporary Western societies are examined. It is argued that the combination of car and driver in the driving experience produces a cyborg body, which influences the ways in which people experience, perceive and respond to driving and other cars/drivers. But in contemporary societies the expression of such `negative' emotions is problematic and complex. In this (...) context, `road rage' is deemed to evidence loss of appropriate self-control and as `uncivilized'. (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)

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)

This article is concerned with how to conceptualize and theorize the nature of the ‘car system’ that is a particularly key, if surprisingly neglected, element in ‘globalization’. The article deploys the notion of systems as self-reproducing or autopoietic. This notion is used to understand the origins of the 20th-century car system and especially how its awesome pattern of path dependency was established and exerted a particularly powerful and self-expanding pattern of domination across the globe. The article further considers whether and (...) how the 20th-century car system may be transcended. It elaborates a number of small changes that are now occurring in various test sites, factories, ITC sites, cities and societies. The article briefly considers whether these small changes may in their contingent ordering end this current car system. The article assesses whether such a new system could emerge well before the end of this century, whether in other words some small changes now may produce the very large effect of a new post-car system that would have great implications for urban life, for mobility and for limiting projected climate change. (shrink)

The early 20th-century French sociologist and philosopher Gabriel Tarde was an important critic of Durkheim's ontology of the social. Tarde developed a microsociological and ontological critique of the philosophical problems of resemblance and of variation underlying Durkheim's comparative sociology. Recently, thinkers such as Gilles Deleuze, Bruno Latour and Éric Alliez have begun to revisit Tarde and to develop a theme of the significance of Tarde's thought as a harbinger of postmodern theory. This article examines Tarde's theories in the light of (...) this new reception. It is shown that Tarde draws heavily from Leibniz's theory of the quantitative continuity of qualitative singulars in order to critique Durkheim's statistics-based social realism. While some key limitations of Tarde's critique are exposed, it is argued that Tarde finds a way to remain faithful to statistical sociology as a project even while calling radically into question the qualitative unity of the social. (shrink)

This article presents a case for the revaluation of vitalism in sociological theory. It argues for the relevance of such a Lebenssoziologie in the global information age. The body of the article addresses what a vitalist sociology might be through a consideration of Georg Simmel. The analysis works from the juxtapositon of vitalist monadology with postivist atomism. It shows how Simmel drew on the Kantian cognition to develop an idea of the social. Here Kant’s Newtonian atomism was transformed into Simmel’s (...) Darwinian atomism. ‘Form’, for Kant, is the a priori of the cognitive categories. For Simmel form is the functions that constitute the social a priori. The other of form is substance. Simmelian ‘substance’, we see, is understood as ‘life’. We view this in the context of Leibniz’s monadology. In this the monad is simple substance as difference. The monad is self-organizing, conceived on the lines of not the extensivity of res extensa, but the intensivity of res cogitans; the monad is possessed with memory as trace; it is comprised of relations of perception; it is reflexive. In each case monadology is systematically contrasted with atomism. We consider the Bergsonian and Nietzschean impetus in Simmel’s shift from Darwinian atomistic evolution to monadological creative evolution. We compare Marx’s labour theory of value with Simmel’s ‘life theory of value’. For Marx it is labour that makes up value-substance: for Simmel life is value-substance. We examine Simmel’s core notion of life as social substance: as a primordial inter-subjectivity of flux. We conclude with a contrast of such ‘flux’ and flow: of such a flux of ‘becoming’ and invention in contrast to the flows of domination of today’s global capitalism. (shrink)

This article argues that historically specific, transnational structures and conjunctures influence the car’s national belongingness. Neither historians nor sociologists have devoted sufficient attention to how the automobile mediates cultural processes in general and national identification in particular, the article maintains. Using a British motoring journalist’s observations on the 1928 Berlin Auto Show, the discussion explores how the Mercedes worked as a symbol of German automotive tradition, a marker of international relations between Britain and Germany, and a spur to anxieties about (...) the effects of mass production techniques and US automobility for both countries. The article then turns to small cars, demonstrating that the British observer’s embrace of German and Continental small-car design belied longer-term anxieties about the level and nature of British automobility, while simultaneously mirroring German dissatisfactions and hopes regarding the potential for mass auto ownership in the form of the Volkswagen. If cars in some sense ‘belong’ to nations, the study concludes, then it is important to stress how the continuities and discontinuities that condition such belongingness often work across national borders in historically unique combinations. (shrink)

The automobile has figured as an important issue of concern and a profound source of fascination for a wide range of intellectuals in France since the 1950s. The car has been understood variously as a covert vehicle of creeping Americanization and consumerization, a threatening object that obliterates nature, a harbinger of hyper-modern futures, and as a constitutive element of everyday practices. This article traces out the diverse ways in which the car has been ‘good to think with’ for a range (...) of French intellectuals in the period spanning roughly from 1950 through to the 1970s. It seeks to demonstrate the richness of those currents of thought in post-war France which were concerned to comprehend the nature of car cultures. It is argued that these ways of thinking can be drawn upon in the present day by those wishing to analyse contemporary features of automobility. (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)

The car has become ubiquitous in late modern society and has become the leading object in the ordinary social relations of mobility. Despite its centrality to the culture and material form of modern societies, the relationship between the car and human beings has remained largely unexplored by sociology. This article argues that cars are combined with their drivers into an assemblage, the ‘driver-car’, which has become a form of social being that brings about distinctive social actions in modern society – (...) driving, transporting, parking, consuming, polluting, killing, communicating and so on. To understand the nature of this assemblage a number of theoretical perspectives that describe the interaction and collaboration between human beings and complex objects are explored; the process of driving, ‘affordance’, actor-network theory, and the embodied relationship between driver and car. This theoretical account of the driver-car is intended as a preliminary to the empirical investigation of the place of the driver-car in modern societies. (shrink)