Uretfærdighedssymboler og sociale bevægelser

Formålet med artiklen er at tilbyde en teoretisk og konceptuel ramme for forskning i uretfærdighedssymboler og sociale bevægelser. Uretfærdighedssymboler forstås som symboler, der for et kollektiv kondenserer og udstiller en generel uretfærdig tilstand i samfundet/verden. Studiet af uretfærdighedssymboler fremstår underbelyst i den politiske sociologi. Artiklen arbejder i to spor. På den ene side argumenteres det, at den nuværende samfundstype med globale kommunikationsstrømme og nye medieteknologier promoverer betydningen af uretfærdighedssymboler i de sociale bevægelsers aktiviteter. På den anden side pointeres det, at relationen mellem symboler og sociale bevægelser på ingen måde er historisk ny. Tværtimod er grundpåstanden, ikke mindst inspireret af den sene Durkheim, at symboler er et grundlæggende element i reproduktionen af menneskelige samfund. En udforskning af dynamikken mellem uretfærdighedssymboler og sociale bevægelser er sociologisk interessant af to grunde. For det første er uretfærdighedssymboler resultatet af politiske menings- og værdiprocesser, hvor kollektive aktører tillægger begivenheder, personer og andre objekter en universaliserende betydning. For det andet indgår uretfærdighedssymboler som en del af vores kollektive erindring og optræder derfor som idemæssige ressourcer, der kan mobiliseres uden for deres rumlige og tidslige forankring. Sociale bevægelser har med andre ord en social og politisk dobbeltrolle, hvor de både er skabere og ”forbrugere” af symboler. ENGELSK ABSTRACT: Thomas Olesen: Injustice Symbols and Social Movements The purpose of the article is to offer a theoretical and conceptual framework for research on injustice symbols and social movements. Injustice symbols are understood as symbols that condense and expose an overall unjust situation in society/the world. The study of these symbols appears somewhat neglected in political sociology. The article pursues two tracks. On the one hand, it argues that the present type of society with global currents of communication and new media technologies is promoting the significance of injustice symbols in the activities of social movements. On the other hand, it stresses that the relation between these symbols and social movements is by no means historically new. On the contrary, not least inspired by Durkheim, the basic argument is that symbols constitute a fundamental element in the reproduction of human societies. An investigation into the dynamics between injustice symbols and social movements is interesting from a sociological point of view for two reasons. First, injustice symbols are the result of political opinion- and value processes whereby collective actors ascribe a universalizing meaning to events, individuals and other objects. Second, these symbols form part of our collective memory. Consequently, they act as ideational resources that can be mobilized outside their spatial and time-related framework. In sum, social movements have a social and political double role where they are both creators and users of symbols. Keywords: social movements, symbols, new media ecology, Durkheim, injustice

Lukningen af Nakskov Skibsværft A/S i 1986

Gennem de seneste 20 år har der været en stigende interesse for dansk værftshistorie, og særligt indenfor de seneste år er der blevet udgivet en række bøger om de danske stålskibsværfter. I den forbindelse har Nakskov Skibsværfts historie imidlertid stort set ikke været belyst. Samtidig er den eksisterende forskning i dansk værftshistorie generelt kendetegnet ved at stoppe med afleveringen af det sidste skib. Det betyder, at det ikke er blevet undersøgt, om dele af værfternes aktiviteter blev videreført efter værftslukningerne, og hvordan produktionsfaktorerne arbejdskraft og kapital er blevet benyttet efterfølgende. I denne artikel undersøges nedlukningen af Nakskov Skibsværft i 1986. Artiklen viser, hvordan der fra 1982 og frem til lukningen blev forsøgt en række omstillinger for at redde værftet. Samtidig viser artiklen, at værftslukningen ikke udviklede sig til et totalt kollaps, men at en række aktiviteter blev videreført frem til midten af 1990erne. Artiklen bygger primært på studier af bestyrelses- og direktionsmateriale fra Nakskov Skibsværft arkiv på Erhvervsarkivet i Aarhus. Studierne er udført i forbindelse med udarbejdelsen af ph.d. afhandlingen ”Fugl Føniks? Transformationen af den danske værftsindustri 1975-2012”, der blev indleveret på Syddansk Universitet i maj 2012.

From shipbuilding to alternative maritime industry – The closure of Danyard Frederikshavn in 1999

The past 20 years has seen several studies on the decline of European shipbuilding. The existing research mainly examines the reasons for the decline but not the consequences of the shipyard closures. This article examines what happened after the closure of Danyard Frederikshavn in 1999. The first part examines the various attempts that were made to save the shipyard during the 1990’s. The second part examines what activities were continued after the closure. It identifies six spin-offs and shows how the shipyard site was turned into a thriving business park with app. 1,000 jobs in 2011. The article furthermore shows how the activities gradually went from manufacturing in the late 1990’s to maritime service activities in 2011. Finally the article presents a statistical survey which examines what happened to the app. 1,300 workers that lost their jobs when the shipyard closed. The survey shows that the workers mainly went to neighbouring sectors and that their competences were widely sought for in the local business community. The article concludes that the closure of Danyard Frederikshavn wasn’t a breakdown but a transformation into new and more viable activities

The Role of Carriers, Ports and Thrid Parties in Liner and Bulk Shipping

This report has examined the concept of value creation in the maritime chain of transportation. A maritime transport chain can best be conceptualized as a network through which carriers (e.g. shipping companies and haulage providers) and third parties (e.g. terminal operators, freight forwarders, brokers and agents) provide services for the movement of cargo provided by shippers. The main actors in the maritime chain of transportation are the carriers who add value to the shipper by moving goods from areas with excess supply to areas with excess demand. In this process a number of (independent) third parties may provide a number of services. The shipper and/or carrier will employ these agents if the rise in costs is more than compensated by the value of the service. The third parties can thus only exist if they provide value added services to the carrier and/or to other third party service providers. From a financial perspective value is created when a business earns revenue that exceeds the expenses. In many sectors, however, value is increasingly being created by more intangible drivers such as research, innovation, branding, ideas and networks which usually provide indirect rather than direct benefits (Kaplan & Norton, 2004a; 2004b). This is also the case within maritime logistics. According to Johansson et al. (1993) third parties may add value through (1) improve the level of service, (2) quality, (3) cost and (4) time reduction. The chartering agent’s network and market knowledge allows him to speed up the search time and match process for shippers and carriers (time reduction). The port agent’s local network allows him to speed up port operations (time reduction) and make the necessary arrangement on behalf of the carrier (service). Freight forwarders may take over part of the production chain and provide services which manufacturers don’t consider their core business (service). This includes assembly, quality control, customizing and packing of goods, pest control and after sales services. Third party ship management companies may reduce costs through economies of scale (cost reduction) and increase quality of crew and equipment maintenance through specialization (quality). Just to mention a few. While the report has investigated the concept of value creation, the question of value capturing has not been addressed in this study. Value capturing depends on the individual transactions between the actors in the chain. A port agent may add value to a carrier by securing smooth port operations and thus reduce waiting time. The added value may, however, be captured by a freight forwarder who forces the carrier to lower the price or more likely be distributed among several actors. The business model literature may provide a fruitful lens for exploring this in greater depth. The maritime chain of transportation is becoming increasingly complex and involves an increasing number of actors. The services of some actors are furthermore overlapping. Inland haulage can thus be provided by shippers, freight forwarders, independent liner agents, in-house liner sales offices, or by an independent haulage provider. Freight forwarders are increasingly overtaking functions in the value chain from manufacturer etc. In order to successfully navigate this network is it important to have an overview of the chain of transportation at a more general level