Developments in vehicle connectivity and autonomy have increased speculation around what types of mobility practices, cultures, institutions, infrastructures and systems might emerge in the future. As John Urry (2004) and others (Paterson, 2007; Geels, 2012) have argued, the ongoing dominance of the car owes to the various socio-technical elements (e.g., road infrastructure, land use planning and rules, laws and regulations) which constitute the ‘regime’ or ‘system of automobility’. The automobile subject, as its primary daily agent, is one of the central elements on which the possibility of automobility depends. This person or subject is oriented towards and values the opportunities that the car creates for instantaneous, flexible and seamless movement.
The automobile subject has been promoted and produced, takes multiple forms and is constantly reproduced through a ‘complex interplay of popular cultural forms, daily practice, regulatory interventions, surveillance and resistance’ (Merriman, 2007; Paterson, 2007, p. 164). Those who have sought to ‘take seriously the reality and depth of the identities produced around the car’ (Paterson, 2007, p. 122) have drawn inspiration largely from Michel Foucault’s (1988, 1991) work on governance and governmentality and the writings on the cyborg or hybrid figure from STS scholars such as Donna Haraway (1991) and Bruno Latour (1993).
|Introduction||Brendan Doody Transport Studies Unit,||8||12:00 AM|
|Introduction||Debbie Hopkins University of Oxford||7||12:00 AM|
|Presenter||Ka Hin Tsang*, Goldsmiths, Public Transport as a Lifestyle: Towards Active Consumption Beyond the Car in the City||15||12:00 AM|
|Presenter||Brendan Doody*, University of Oxford, Testing subjects: Concept cars as experiments in automation||15||12:00 AM|
|Presenter||Pascale-L. Blyth*, Aalto University, Foucauldian perspectives on autonomous mobility--a case study of Finland||15||12:00 AM|
|Discussant||Debbie Hopkins University of Oxford||15||12:00 AM|
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