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Paper: Notes on the transformation of a railway in Northern Manitoba, Canada

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Budka, P. (2024). Notes on the transformation of a railway in Northern Manitoba, Canada. Paper at Vienna Anthropology Days 2024, Vienna, Austria: University of Vienna, 23-25 September.
Co-chairing of Panels “Building Tomorrow: Exploring Infrastructures and Futurities”, 25 September.

Introduction

On a chilly day in February 2022, I boarded the Via Rail Canada train in Winnipeg for my inaugural journey to Churchill, a community of 870 individuals situated at the Hudson Bay in Northern Manitoba, Canada, which is inaccessible by road. I was the only passenger in the sleeper car for this 48-hour journey. Four other passengers were siting up front in the economy car. A train attendant told me that the COVID-19 pandemic has significantly reduced the number of people using public transportation, particularly during the winter months when ice roads offer a cost-effective travel option in Manitoba. Leaving the province’s capital behind, we rode along the endless fields of grain of Canada’s prairie, now all covered in ice and snow. From time to time, the train stopped. One reason for that was to let freight trains pass. The railway companies always give priority to freight transportation. “That’s where the business is,” the train attendant explained during one of those stops.

Train station in Churchill, MB, Canada. (Photo by Philipp Budka)

Paper: Comparison in anthropology – what to compare?

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Budka, P. (2024). Comparison in anthropology – what to compare?. Paper at InfraNorth Workshop “Ethnography Beyond the Case Study: Possibilities and Limitations of Comparison”, Stockholm, Sweden: Nordregio, 10-11 September.

Introduction

In a statement written by the Executive Committee of the European Association of Social Anthropologists on “Why anthropology matters” in 2015, comparison is defined as a “systematic search” for sociocultural similarities and differences, with the objective of developing “general insights into the nature of society and human existence” (EASA, 2015). Together with ethnography and contextualization, comparison constitutes a fundamental element of the “anthropological triangle,” as defined by Roger Sanjek (1998, p. 193). This term refers to the operational system utilized by anthropologists to acquire and use ethnographic data in the process of writing ethnographies.

Marina in Stockholm, Sweden. (Photo by Philipp Budka)

Paper: Planes, trains, ships & rockets

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Budka, P. (2024). Planes, trains, ships and rockets: Infrastructural temporalities and entanglements in Northern Manitoba, Canada. Paper at 18th Biennial Conference of the European Association of Social Anthropologists (EASA), Barcelona, Spain: University of Barcelona, 23-26 July.
Co-chairing of Panel “Infrastructural Residues: Reproduction and Destruction of Infrastructures Across Space and Time”, 26 July.

Abstract

This paper explores transport infrastructures, their temporalities and entanglements in the Subarctic town of Churchill, Canada. The community of 870 people in Northern Manitoba, which is not accessible via roads, is unique in terms of transport infrastructures. It is home to the only deep-water port on the Arctic Ocean that is directly linked to the North American railway system. Due to the former military presence the community has a big airport which is crucial for the growing tourism industry in the “Polar Bear Capital of the World”. The military also constructed a rocket range which was later used by research organizations and a commercial operator before it was finally closed in the 1990s. While the ruins of the Churchill Rocket Range have become a tourist attraction, the Hudson Bay Railway, the Port of Churchill and the town’s airport are still in use and need to be maintained under harsh Subarctic conditions. Since 2021, the railway and port are – for the first time in history – owned by a consortium of local communities. For renovating and reviving these transport infrastructures, the new owners started right away to look for much needed investments. Eventually, recent global crises prompted the governments of Manitoba and Canada to once again invest heavily in these infrastructures. By discussing results from ethnographic fieldwork, archival research and a future scenario workshop, conducted within the ERC project InfraNorth, this paper focuses on infrastructural temporalities (Velkova & Plantin, 2023) through concrete moments of change.

Abandoned rocket range south of Churchill, MB, Canada. (Photo by Philipp Budka)

Paper: Infrastructural futures in Northern Manitoba, Canada

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Budka, P. (2024). Infrastructural futures in Northern Manitoba, Canada. Paper at Arctic Congress, Bodø, Norway: Nordland Research Institute and Nord University, 29 May – 3 June.

Introduction

Infrastructures play a pivotal role in numerous social transformations, sociopolitical developments, and creative processes of innovation. Consequently, infrastructures have become a significant focus of research in anthropology and the humanities and social sciences more broadly (Buier, 2023; Harvey & Knox, 2015; Star, 1999). Questions that connect infrastructures to development, sustainability, and transformation point to the significance of temporality – not only the present and the past, but also the future – as a crucial analytical lens (Amatulli & Budka, forthcoming; Carse & Kneas, 2019). This paper examines the role of transport infrastructures in Northern Manitoba, Canada, by discussing questions related to infrastructural futures and futurities.

Traffic sign outside of Churchill, MB, Canada. (Photo by Philipp Budka)

Paper: Infrastructural disruption, entanglement, and change in Northern Manitoba, Canada

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Budka, P. (2023). Infrastructural disruption, entanglement, and change in Northern Manitoba, Canada. Paper at American Anthropological Association (AAA)/Canadian Anthropology Society (CASCA) Annual Meeting, Toronto, Canada: Metro Toronto Convention Centre, 15-19 November.

Abstract

This paper explores transport infrastructures in the Subarctic town of Churchill, Canada. The community of 870 people in Northern Manitoba, which is not accessible via roads, is unique in terms of transport infrastructures. It is home to the only deep-water port on the Arctic Ocean that is directly linked to the North American railway system. And due to the former presence of US and Canadian military the community has a big airport, which has become key for the growing tourism industry in the “Polar Bear Capital of the World”. Churchill only exists because of these infrastructures and it has been changing together with them. This entanglement becomes particularly visible and tangible when infrastructure gets disrupted, when infrastructure fails. As in 2017, when a flooding destroyed the tracks of the Hudson Bay Railway and Churchill was without land connection for 18 months because nobody wanted to pay for repair. Five years later, however, and in the light of recent geopolitical developments, the federal and the provincial governments agreed to invest up to CA$ 147 million in the Hudson Bay Railway and the port. By discussing ethnographic findings, gathered within the ERC project InfraNorth, this paper focuses on the role of transport infrastructures in sustaining and transforming the community of Churchill.

Out of stock items at the Northern Store in Churchill, MB, Canada. (Photo by Philipp Budka)

Paper: Digital & transport infrastructures in remote Canada

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Budka, P. (2023). Digital and transport infrastructures in remote Canada: Notes on ownership and control. Paper at InfraNorth Workshop “Ethnographies of Infrastructure”, Vienna, Austria: University of Vienna, May 22.

Abstract

Infrastructures are at the core of many social transformations, sociopolitical developments, and creative processes of innovation. They have become key indicators and signs of economic development, technological advancement, and modernization. Particularly in small and remote communities, infrastructures are often associated with economic growth, socio-economic well-being, and therefore communal sustainability.

This paper looks into the role of digital and transport infrastructures in remote communities in Canada by discussing questions of infrastructural ownership and control. In doing so, it draws on completed ethnographic fieldwork on the development and appropriation of digital infrastructures in Northwestern Ontario as well as on ongoing fieldwork in Northern Manitoba on the affordances of transport infrastructures in relation to sustaining communities; the latter being conducted within the ERC project InfraNorth.

Both cases show that the creation of social relationships and organizational partnerships are key for the planning, developing, building, continuing, and maintaining of infrastructures. At least from an ethnographic and anthropological perspective, infrastructure is therefore much more than just an operational system of technological objects.

Map of broadband internet connectivity in Sandy Lake First Nation, ON, Canada. (Photo by Philipp Budka)

Paper: Relational infrastructures

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Budka, P. (2023). Relational infrastructures: Transportation and sustainability in the Subarctic town of Churchill, Canada. Paper at Biennial Conference of the Finnish Anthropological Society, Rovaniemi, Finland: Arctic Centre, 21-23 March.

Abstract

This paper explores how transport infrastructures are interconnected and entangled in the Subarctic town of Churchill, Canada. In doing so, it looks into the creation and maintenance of these infrastructures as well as into the role that social, political, and economic relations play here. It furthermore examines how such infrastructural entanglements contribute to the sustainability of the town. Churchill is one of several field sites in the ERC project InfraNorth, which looks into the affordances of transport infrastructures on a pan-Arctic scale through an anthropological lens.

Churchill, a town of 870 people, is unique in terms of transport infrastructure. The town, which is not accessible via roads, is home to Canada’s only deep-water port on the Arctic Ocean. This is the only harbor in the American (Sub)Arctic with a direct link to the North American railway system. In addition, Churchill has a relatively big airport, which was originally built by the military and is now supporting in particular the growing tourism industry. The community of Churchill only exists because of these infrastructures and it has been changing together with them.

By discussing ethnographic and historical findings, this paper focuses on how this infrastructural entanglement becomes particularly visible in times of infrastructural breakdown and failure. When in 2017 a flooding washed-out the railway tracks and Churchill was without train connection for 18 months, the town and its inhabitants had to rely on air transportation and on a network of winter trails to transport goods and supplies. This has had severe consequences for this remote Subarctic town.

Mural in the Town of Churchill created for the Seawalls Churchill project in 2017; in the back the Port of Churchill, MB, Canada. (Photo by Philipp Budka)

Paper: Sustainability transformation & transport infrastructures in Northern Manitoba, Canada

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Budka, P. (2023). Sustainability transformation and transport infrastructures in Northern Manitoba, Canada. Paper at Arctic Science Summit Week (ASSW2023), Vienna, Austria: University of Vienna, 17-24 February.

Abstract

This paper explores from an anthropological perspective how infrastructural entanglements relate to sustainability transformation of/in the town of Churchill in Northern Manitoba, Canada. Situated at the junction of the boreal forest, the Arctic tundra, and the Hudson Bay, the community of 870 people has become well-known as the “Polar Bear Capital of the World”. But Churchill is also unique in terms of transport infrastructures. Whereas the town is not accessible via roads, it is home of Canada’s only deep-water port on the Arctic Ocean. This port is the only harbor in the American (Sub)Arctic with a direct link to the North American railway system. And due to former military presence, the town also has a relatively big airport, which has become key for the growing tourism industry.

Churchill only exists because of these transport infrastructures and it has been changing together with this built environment. Only recently and in the light of geopolitical developments, the federal and the provincial governments agreed to invest up to CA$ 147 million to upgrade the Hudson Bay Railway and the Port of Churchill. By discussing ethnographic findings, this paper focuses on the role of transport infrastructures in sustaining and transforming the community. At the same time, it critically reflects upon the very notion of sustainability (transformation) from an anthropological and cross-cultural angle. This study is one of several case studies in the ERC project InfraNorth, which looks into the affordances of transport infrastructures on a pan-Arctic scale.

The Town of Churchill, MB, Canada, from a helicopter; in the back the Port of Churchill. (Photo by Philipp Budka)

Paper: Infrastructural sustainability?

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I did prepare the paper “Infrastructural sustainability?” for the Vienna Anthropology Days (VANDA) 2022 and the session “Infrastructure and the Built Environment in the Anthropocene“, but was not able to present it because of sickness. Find the abstract below and the full paper as soon as the preprint is ready.

Budka, P. (2022). Infrastructural sustainability? The case of a town in northern Manitoba, Canada [Unpublished manuscript]. Department of Social and Cultural Anthropology, University of Vienna.

Abstract

This paper explores how the built environment and in particular infrastructural entanglements contribute to the sustainability of the town of Churchill in Northern Manitoba, Canada. Situated at the junction of the boreal forest, the Arctic tundra, and the Hudson Bay, the town of 870 residents has become well-known as the “Polar Bear Capital of the World”.

But Churchill is also unique in terms of transport infrastructures. Whereas the town is not accessible via roads, it is home of Canada’s only deep-water port on the Arctic Ocean. This port is the only seaport in the American (Sub)Arctic with a direct link to the North American railway network. And due to former military presence, the town also has a relatively big airport, which now supports the growing tourism industry.

The community of Churchill only exists because of these transport infrastructures and it has been changing together with this built environment. By discussing ethnographic findings, the paper focuses on the failures, such as an 18-month train outage after the flooding of railway tracks in 2017, and the promises, such as the renovation of port and railway between 2021 and 2023 under new ownership, of transport infrastructures in sustaining the community.

Churchill is one of several field sites in the ERC project InfraNorth, which looks into the affordances of transport infrastructures on a pan-Arctic scale through an anthropological lens.

Port of Churchill, MB, Canada. (Photo by Philipp Budka)

Paper: The failures & promises of transport infrastructure in a remote Canadian town

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Budka, P. (2022). The failures and promises of transport infrastructure in a remote Canadian town. Paper at 17th Biennial Conference of the European Association of Social Anthropologists (EASA), Belfast, UK: Queen’s University Belfast, 26-29 July.

Abstract

This paper explores changes in the transport infrastructure of the remote town of Churchill in northern Manitoba, Canada. The town of about 900 residents is located on the 58th parallel north at the Hudson Bay and has become known as the “polar bear capital of the world”.

Churchill is unique in terms of transportation. Canada’s only deep-water port on the Arctic Ocean is located there. And this port is the only port in the American (Sub)Arctic with a direct link to the North American railway network. The town, which is inaccessible via roads, only exists because of these transport infrastructures.

In 2017, when a flood washed out railway tracks, this infrastructural entanglement once again became apparent. Suddenly, Churchill was without overland access and life changed drastically. Food and other items had to be flown in at high costs and residents utilized snowmobile trails to reduce transportation costs.

The port had to close, people lost their jobs and families left. The town negotiated with the province, the state and the company which owned the railway to get the tracks fixed. After 18 months, they were finally repaired. In 2021, however, the port again was closed for grain shipping due to renovations.

By discussing results of a first ethnographic field trip to Churchill, this paper focuses on the failures and promises of transport infrastructures. Churchill is one of several field sites in the ERC project InfraNorth, which looks into affordances of transport infrastructures on a pan-Arctic scale through an anthropological lens.

Paper: Anthropological notes on digital & transport infrastructures in remote communities

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Budka, P. (2021). Anthropological notes on digital and transport infrastructures in remote communities. Paper at Anthropology of Technology Conference, Aarhus, Denmark: Aarhus University, 4-5 November.

Abstract

This paper explores the role of digital and transport infrastructures, as operational systems of technological objects (Larkin, 2013), in remote communities in Canada. In doing so, it considers anthropological insights into the relationship between “the technical”, “the infrastructural” and “the sociocultural”.

The development and maintenance of technological infrastructures, for instance, also include the creation of social relations and organisational partnerships. And a deeper understanding of related processes of socio-technical change and continuity requires anthropologically informed contextualisation and ethnographic engagement.

This paper discusses aspects of the similarities and differences of digital and transport infrastructures by building on fieldwork on the development and use of digital infrastructures and related services in remote First Nation communities in Northwestern Ontario and by including preparatory work for a project on the affordances of transport infrastructures in the Canadian North.

Paper: Anthropologies of sociotechnical mediation in Austria

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Budka, P. (2021). Anthropologies of sociotechnical mediation in Austria. Paper at EASA Media Anthropology Network Workshop: “Media Anthropologies in Europe”, Online (hosted by European Association of Social Anthropologists), 14-15 October.
Co-organization of EASA Media Anthropology Network Workshop “Media Anthropologies in Europe”, 14-15 October.

Abstract

This paper discusses aspects of the development and the current situation of “media anthropology”, as an anthropology of digital media technologies, in Austria. Since the 1990s, Austrian sociocultural anthropologists have been exploring new forms of media communication, digitally mediated practices of sociality as well as emerging sociotechnical systems and environments (Budka & Kremser, 2004).

While such engagements were then referred to as “cyber anthropology” or the “anthropology of cyberculture” to indicate connections to new sociocultural spaces related to the Internet, the World Wide Web and digital media technologies, they can also be conceptualised as anthropologies of sociotechnical mediation. It is through constantly changing technologies that communication, culture and sociality are mediated. As already early media anthropologists emphasised, this technical and material dimension of media cannot be neglected (e.g. Ginsburg et al., 2002).

Anthropologies of sociotechnical mediation in German-speaking countries like Austria are, however, not necessarily tied to sociocultural anthropology as empirical social science. Due to well established traditions of philosophical anthropology, media related phenomena have also been investigated from a humanities perspective that does not build its theories upon empirical data generated through ethnographic fieldwork like in sociocultural anthropology.

As this paper argues, this has resulted, on the one hand, in a dynamic field of media anthropologies and several projects that are open, diverse and interdisciplinary by nature. On the other hand, this has also contributed to a weakening of the sociocultural anthropological position, e.g., in terms of academic visibility and research funding. Similar tendencies can also be observed in anthropological explorations of “the digital” in Austria; research that frequently runs under the new rubric of “digital anthropology”.

References

  • Budka, P., & Kremser, M. (2004). CyberAnthropology – anthropology of cyberculture. In S. Khittel, B. Plankensteiner & M. Six-Hohenbalken (Eds.), Contemporary issues in socio-cultural anthropology: Perspectives and research activities from Austria (pp. 213-226). Vienna: Loecker Verlag.
  • Ginsburg, F., Abu-Lughod, L., & Larkin, B. (2002). Introduction. In F. Ginsburg, L. Abu-Lughod, & B. Larkin (Eds.), Media worlds: Anthropology on new terrain (pp. 1-36). Berkeley: University of California Press.

Paper: Indigenizing digital futures

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Budka, P. (2021). Indigenizing digital futures: The case of a web-based environment for remote First Nation communities in Northwestern Ontario, Canada. Paper at German Anthropological Association Conference, Online (hosted by University of Bremen, Germany), 27 September – 1 October.

Abstract

Exploring digital phenomena, processes and practices in an indigenous context point to the fact that the mediation of culture and the formation of identity include the mixing and recombination of cultural elements (e.g. Budka 2019). Such an “indigenization” perspective (Sahlins 1999) promotes an open and dynamic understanding of digital culture and offers a critical view of Euro-American centred concepts of digital modernity, such as “the digital age” and “the network society”, that imply a unilinear evolutionary world view that tends to ignore culturally different ascriptions of meaning to digital realities (Ginsburg 2008).

Between 1998 and 2019, the free and community-controlled web-based environment MyKnet.org, which was operated by the First Nations internet organization KO-KNET, enabled residents of remote communities in Northwestern Ontario, Canada, to establish their own web presence, to communicate and interact, and to create and share content. Through an anthropologically informed approach that advocates the significance of indigenous realities in understanding the diversity of digital life and by building on ethnographic fieldwork, this paper discusses how digital futures were imagined and shaped in and in relation to MyKnet.org.

Paper: The rise & fall of an indigenous web-based platform

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Budka, P. (2021). The rise and fall of an indigenous web-based platform in Northwestern Ontario, Canada. Paper at Research Infrastructure for the Study of Archived Web Materials (RESAW21) Conference: “Mainstream vs Marginal Content in Web History and Web Archives”, Online (hosted by University of Luxembourg, Luxembourg), 17-18 June.

Abstract

In 1998, the Kuh-ke-nah Network (KO-KNET), an internet organization established by the tribal council Keewaytinook Okimakanak (KO) to connect remote First Nation communities in Canada’s Northwestern Ontario to the internet, developed the web-based platform MyKnet.org. This platform was set up exclusively for First Nations people to create personal homepages within a cost- and commercial-free space on the web.

By the early 2000s, a wide set of actors across Northwestern Ontario, a region with an overall indigenous population of about 45,000, had found a new home on this digital platform. During its heyday between 2004 and 2008, MyKnet.org had more than 30,000 registered user accounts and about 25,000 active homepages. With the advent and rise of commercial social media platforms user numbers began to drop. To reduce administrative and technical costs, KO-KNET decided to switch to WordPress as hosting platform in 2014. Since this required users to set up new websites, numbers continued to fall. In early 2019, there were only 2,900 homepages left and MyKnet.org was shut down a couple of months later.

MyKnet.org used to be extremely popular among First Nations people. As I found out during my ethnographic fieldwork in Northwestern Ontario (six months between 2006 and 2008, including participant observation and 96 interviews) and in MyKnet.org (between 2006 and 2014) this was mainly because of two reasons.

  1. People utilized MyKnet.org to establish and maintain social relations across spatial distance in an infrastructurally disadvantaged region. They regularly visited the homepages of friends and family members to see what they were up to, they communicated via message boxes, and they interlinked their homepages.
  2. MyKnet.org contributed to different forms of cultural representation and identity construction. Homepage producers used the platform to represent themselves, their families, and their communities by displaying and sharing pictures, music, texts, website layouts, and artwork. Such practices not only required people to learn digital skills, they also contributed to the creation of a web-based indigenous territory on the web (Budka, 2019).

This paper explores the rise and fall of MyKnet.org, aiming thus to contribute to the analysis of missing and marginalized internet and web histories (Driscoll & Paloque-Berges, 2017). By considering the historical and cultural contexts of First Nations’ everyday life and by drawing from ethnographic fieldwork, it critically reviews theoretical accounts and conceptualizations of change and continuity that have been developed in an anthropology of media and technology (e.g., Pfaffenberger, 1992; Postill, 2017) and in postcolonial technoscience (e.g., Anderson, 2002). In doing so, it examines how sociotechnical change and cultural continuity can be conceptualized in relation to each other and in the context of (historical) processes of digital decoloniality.

During fieldwork many people told me stories about their first MyKnet.org websites in the early 2000s, how they evolved and what they meant to them. People vividly described how their homepages were designed, structured, and to which other websites they were linked. To deepen my interpretation and understanding of these narratives, I used the Internet Archive’s Wayback Machine to recover archived versions of these websites whenever possible. Thus, the Wayback Machine became an additional methodological tool for my ethnographic research into the history and social life of MyKnet.org.

References

  • Anderson, W. (2002). Introduction: Postcolonial technoscience. Social Studies of Science, 32(5–6), 643–658.
  • Budka, P. (2019). Indigenous media technologies in “the digital age”: Cultural articulation, digital practices, and sociopolitical concepts. In S. S. Yu & M. D. Matsaganis (Eds.), Ethnic media in the digital age (pp. 162-172). New York: Routledge.
  • Driscoll, K., & Paloque-Berges, C. (2017). Searching for missing “net histories”. Internet Histories, 1(1–2), 47–59.
  • Pfaffenberger, B. (1992). Social anthropology of technology. Annual Review of Anthropology, 21, 491–516.
  • Postill, J. (2017). The diachronic ethnography of media: From social changing to actual social changes. Moment. Journal of Cultural Studies, 4(1), 19–43.

Paper: The anthropology of digital visuality

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Budka, P. (2018). The anthropology of digital visuality: Notes on comparison, context and relationality. Paper at Vienna Anthropology Days 2018 (VANDA2018), Vienna, Austria: University of Vienna, 20 September.

Sociocultural anthropology provides theoretical approaches and concepts to comparatively study local life-worlds, to contextualize cultural meaning, and to (re)consider human/non-human and socio-technical relations that have been emerging with digital media technologies (e.g. Horst & Miller 2012, Moore 2012, Whitehead & Wesch 2012). Ethnography and ethnographic fieldwork, as methodological tools, allow for investigating digital practices and processes by considering the above aspects (Pink et al. 2016). For anthropology it is of particular interest how people engage on a day-to-day basis with digital media and technologies, internet-based devices and services, mobile computing as well as software applications and digital platforms.

In this paper, I discuss, from an anthropological perspective and through brief ethnographic examples, digital visuality as a contemporary phenomenon that constitutes emerging patterns of visual communication and culture. In addition, I am briefly discussing digital visuality as a concept to approach and investigate the visual in digital times.

Digital media technologies and mobile networked devices, such as smart phones, have become ubiquitous means of visual production, communication and representation (e.g. Gómez Cruz et al. 2017). Moreover, digital platforms and social media services, such as YouTube, Facebook and Instagram, are utilized to share and consume visual artefacts. Constituting and changing thus communicative practices and visual culture alike. Consequently, these transformation processes provide new challenges and possibilities for the anthropological and ethnographic study of the visual (e.g. Pink 2011).

Digital visuality

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