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In this paper, we develop a situated and intersectional urban political economy approach to social infrastructure. This approach contrasts with a growing body of liberal urban geography, which offers an optimistic account of how shared spaces afford encounter and social connection. We present four arguments about why such outcomes cannot be assumed, which are informed by a case of contested redevelopment in the London borough of Haringey. First, social infrastructures express power relations, enacting distinct visions of “the social”, that are at times premised on the denigration of other forms of collective life as anti-social. Second, elite social infrastructures are increasingly central to speculative urban development, serving to procure consent for, and valorise, investment. Third, other social infrastructures are essential networks of social reproduction and survival, especially for diverse working-class communities: demolition and displacement mean infrastructural disruption. Finally, unequal political economies of social infrastructure are a realm of structural antagonism over urban citizenship (un)making. 相似文献
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Donald H. Keith Toni L. Carrell Denise C. Lakey Joe J. Simmons III Jerry Goodale 《International Journal of Historical Archaeology》1997,1(1):57-79
Two stories are told simultaneously: one that may have been, and one that yet might be. The story of the voyage that might have been is based on archaeological evidence provided by the earliest shipwreck discovered in the New World. These two stories are set in different eras to demonstrate certain constants in the human drive to explore the unknown, in the methods used, and in the consequences encountered. 相似文献
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Joe Gerlach 《Social & Cultural Geography》2016,17(4):601-602
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Joe Wallis 《Australian journal of political science》2001,36(3):567-575
Continuing poverty, deprivation and unemployment in rich English-speaking countries have led governments to reconsider existing methods of delivering social services. In Australia, the Minister for Employment Services, Tony Abbott, has developed a doctrine of 'constructive compassion' to justify human service delivery through private firms and voluntary organisations. The McClure Report has also argued for 'social partnerships' involving governments, the business community and the voluntary sector. The limited purpose of this research note is to evaluate these arguments using the conceptual tools of market failure, government failure and voluntary failure and drawing on some of the theoretical literature on the voluntary sector, especially Billis and Glennerster (1998). We contend that considerable scope does indeed exist for social service delivery by voluntary organisations, subject to at least one important caveat. 相似文献
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Abstract: Ethical labeling campaigns have become a central means for diffusing and negotiating conflicts between social movements and market actors. Fair Trade was a pioneering ethical label and, by many accounts, a success. For nearly a decade, United Students for Fair Trade (USFT) activists worked to build the reputation of the Fair Trade Certified (FTC) label, but in Fall 2011 they withdrew their support and urged ethical consumers to do the same. This paper is an urgent reflection on USFT's trajectory from guerrilla marketing to boycotting FTC products. While their actions may appear shortsighted and contradictory, their decision to withdraw support from the FTC label has roots in a long struggle for control of Fair Trade. We argue that their actions signal a new stage in consumer action, as activists lose faith in the legitimacy of ethical labels and instead target the agencies that own the ethical brandscape. 相似文献
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Joe Weber 《Journal of Historical Geography》2005,31(4):723-743
Despite the dominance of automobiles in the 20th century transport patterns of the U.S., the modern highway network actually emerged as a result of popular social and economic goals in the late 19th and early 20th centuries. These goals were based on improving rural mobility and living conditions, and were completely unrelated to automobile traffic. The desire to improve rural roads stimulated the creation of highway networks at new spatial scales, with consistent patterns among most states. These networks were later greatly expanded in size and adapted to carry motorized traffic between major cities, with the result that their patterns have been substantially altered from their original form. 相似文献