300 Sozialwissenschaften
Refine
Year of publication
Document Type
- Article (994)
- Book (929)
- Part of Periodical (400)
- Contribution to a Periodical (374)
- Review (198)
- Part of a Book (163)
- Working Paper (133)
- Doctoral Thesis (123)
- Report (81)
- Conference Proceeding (18)
Language
- German (2577)
- English (528)
- Portuguese (224)
- Spanish (76)
- Italian (27)
- French (25)
- Multiple languages (10)
- Ukrainian (9)
- slo (7)
- Turkish (5)
Keywords
- Frauenarbeit (89)
- Arbeiterin (84)
- Adorno (56)
- Soziale Lage (56)
- Sozialdemokratische Frauenbewegung (53)
- Frauenfrage (51)
- Arbeitsbedingungen (48)
- Arbeiterinnenschutz (40)
- Mutterschutz (39)
- Lohn (37)
Institute
- Gesellschaftswissenschaften (1178)
- Präsidium (465)
- Philosophie (415)
- Institut für Sozialforschung (IFS) (400)
- Institut für sozial-ökologische Forschung (ISOE) (116)
- Exzellenzcluster Die Herausbildung normativer Ordnungen (92)
- Erziehungswissenschaften (64)
- Geographie (55)
- Cornelia Goethe Centrum für Frauenstudien und die Erforschung der Geschlechterverhältnisse (CGC) (47)
- Geschichtswissenschaften (40)
Vor rund 60 Jahren ist das Buch Mensch und Raum von Otto Friedrich Bollnow erstmals erschienen. Der folgende Beitrag geht der Frage nach, inwieweit die Überlegungen des Philosophen (unter bestimmten Aspekten) noch heute aktuell sind. Bollnows Raum-Verständnis weicht in seiner phänomenologischen Orientierung geradezu grundlegend vom heute vorherrschenden sozialwissenschaftlichen Raumdenken ab. Umso mehr regt Bollnow dazu an, die Lehren des wissenschaftlichen Mainstream kritisch gegen den Strich zu lesen. Ins Zentrum der Suche nach heute möglicherweise bedeutsamen Themen und Methoden des Denkens rückt das Wohnen. Wie denkt Bollnow das Wohnen, und was sagt uns dies in einer Zeit, in der die Menschen ganz anders wohnen als in den 1950er Jahren? Brücken zu methodologisch benachbarten Theorien und Philosophen werden ebenso geschlagen (z. B. Heidegger, Dürckheim, Müller-Freienfels) wie zu anderen thematisch relevanten Arbeiten von Bollnow.
By comparing two distinct governmental organizations (the US military and NASA) this paper unpacks two main issues. On the one hand, the paper examines the transcripts that are produced as part of work activities in these worksites and what the transcripts reveal about the organizations themselves. Additionally, the paper analyses what the transcripts disclose about the practices involved in their creation and use for practical purposes in these organizations. These organizations have been chosen as transcription forms a routine part of how they operate as worksites. Further, the everyday working environments in both organizations involve complex technological systems, as well as multi-party interactions in which speakers are frequently spatially and visually separated. In order to explicate these practices, the article draws on the transcription methods employed in ethnomethodology and conversation analysis research as a comparative resource. In these approaches audio-video data is transcribed in a fine-grained manner that captures temporal aspects of talk, as well as how speech is delivered. Using these approaches to transcription as an analytical device enables us to investigate when and why transcripts are produced by the US military and NASA in the specific ways that they are, as well as what exactly is being re-presented in the transcripts and thus what was treated as worth transcribing in the interactions they are intended to serve as documents of. By analysing these transcription practices it becomes clear that these organizations create huge amounts of audio-video “data” about their routine activities. One major difference between them is that the US military selectively transcribe this data (usually for the purposes of investigating incidents in which civilians might have been injured), whereas NASA’s “transcription machinery” aims to capture as much of their mission-related interactions as is organizationally possible (i.e., within the physical limits and capacities of their radio communications systems). As such the paper adds to our understanding of transcription practices and how this is related to the internal working, accounting and transparency practices within different kinds of organization. The article also examines how the original transcripts have been used by researchers (and others) outside of the organizations themselves for alternative purposes.
The paper reports on research that investigates older men's care practices and how their caring for others opens new ways of exploring the intersections of aging, gender, and care work. Using the concept caring masculinities as a sensitizing concept, the onus is on exploring patterns of power, interdependence, and relationality within men's care practices. Aging masculinities often remain constructed around paid-for occupational work (in opposition to unpaid care work) despite the transition into retirement. Little work exists on how caring is at work in later life potentially transforming gender relations and enacted masculinities. Moreover, much of the research on aging masculinities have not considered the expansiveness of retirement and the discourses as well as subjective expectations around the activity in later life that create an uncertain terrain of socioculturally structured mandates to be navigated. This paper draws on data from two qualitative interview studies conducted with retired men in England and Germany, in which the role of caregiving emerged as an inductive theme in their narratives. The paper makes a specific contribution to developing empirical and theoretical knowledge of caring masculinities and power relations by providing insights on men's trajectories into caring, and how they make sense of their caring for and about others.
For some years, the German public has been debating the case of migrant workers receiving German benefits for children living abroad, which has been scandalised as a case of “benefit tourism.” This points to a failure to recognise a striking imbalance between the output of the German welfare state to migrants and the input it receives from migrant domestic workers. In this article I discuss how this input is being rendered invisible or at least underappreciated by sexist, racist, and classist practices of othering. To illustrate the point, I will use examples from two empirical research projects that looked into how families in Germany outsource various forms of reproductive work to both female and male migrants from Eastern Europe. Drawing on the concept of othering developed in feminist and postcolonial literature and their ideas of how privileges and disadvantages are interconnected, I will put this example into the context of literature on racism, gender, and care work migration. I show how migrant workers fail to live up to the normative standards of work, family life, and gender relations and norms set by a sedentary society. A complex interaction of supposedly “natural” and “objective” differences between “us” and “them” are at work to justify everyday discrimination against migrants and their institutional exclusion. These processes are also reflected in current political and public debates on the commodification and transnationalisation of care.
Highlights
• Parents with and without migration background differ in educational knowledge.
• Parents with migration background have less educational knowledge on average.
• Variations in educational knowledge by immigrant groups.
• Social and cultural resources are central to explaining knowledge differences.
• Acculturation strategies prove to be of little relevance.
Abstract
Although extant research persistently highlights the importance of information for educational decision-making, better understanding the existence of, and the underlying reasons for, informational differences between immigrant and non-immigrant parents is important. This study examines the differences in the level of information between immigrant and non-immigrant parents of third graders just before they make probably their most important educational decision in the German education system. We draw on approaches highlighting the importance of resources and parents’ acculturation to explain the informational differences between immigrant and non-immigrant parents. Employing linear regression and probability models on data from the National Educational Panel Study in Germany (N = 3961), we demonstrate that all immigrant groups, particularly those from Turkey, the former Yugoslavia, the Middle East, and northern Africa, are significantly less informed than parents without own immigration experience. This result is evident both in our overall test and in various domains of the test, which analyze different aspects of information relevant to parents’ educational decision-making. Furthermore, different endowments with social and cultural capital largely explain the informational differences between parents with and without an immigrant background. In contrast, different acculturation strategies are almost negligible in explaining the differences in the level of information. Our findings provide important insights for research on migration-related inequalities in educational decision-making and for developing interventions to improve migrant parents’ ability to make well-informed and thus intended educational decisions.
Viele Städte in Deutschland stehen aktuell vor komplexen ökonomischen, ökologischen und sozialen Herausforderungen, die mit klassischen ressortbezogenen Planungskonzepten nicht zu bewältigen sind. Integrierte Stadtentwicklungskonzepte erleben deshalb vielerorts eine Renaissance in der städtischen Planungspraxis. Die in diesem Zusammenhang diskutierten Planungsleitbilder geben jedoch nur selten direkt umsetzbare Handlungskonzepte vor. In diesem Beitrag werden deshalb am Beispiel der Stadt Leipzig konkrete Handlungsoptionen für eine an nachhaltiger Mobilität orientierte Stadtentwicklung vorgestellt. Aufbauend auf bisherigen Erkenntnissen zu integrierten Stadtentwicklungskonzepten werden zunächst infrastrukturbezogene Konzepte zur Förderung des Wohnens im Innenbereich, zur Stärkung städtischer Zentren sowie zur Förderung der Nahmobilität dargestellt. Darüber hinaus werden auch politische, organisatorische und kommunikative Handlungsoptionen aufgezeigt. Diese umfassen Maßnahmen zur Verbesserung der übergeordneten Rahmenbedingungen, Konzepte zur Stärkung der inter- und intrakommunalen Kooperation sowie integrierte städtische Mobilitätskonzepte. Das Beispiel Leipzig macht dabei deutlich, dass infrastrukturelle Ansätze für eine an nachhaltiger Mobilitätsgestaltung orientierte Stadtentwicklung nicht ausreichend sind. Vielmehr ist eine bessere Abstimmung der Stadt- und Verkehrsplanung auf die Bedürfnisse der Bevölkerung erforderlich; dazu gehört auch die Integration von Mobilitätsmanagementmaßnahmen in städtische Verkehrskonzepte. Für eine wirksame Umsetzung integrierter Stadtentwicklungskonzepte erscheinen außerdem eine an Nachhaltigkeitszielen orientierte Gestaltung der rechtlichen und politischen Rahmenbedingungen sowie eine stärkere Berücksichtigung regionaler Verknüpfungen in städtischen Planungen notwendig.
During the last 15 years most central and east european countries faced an era of institutional, economic and demographic transition. With the fall of the wall and the end of the Soviet Union, the former socialist countries transformed their political, economic and social institutions; today, some of them are already a member state of the European Union. The re- unificated Germany was not only affected by this process in its eastern part, the former German Democratic Republic (GDR), where the political and institutional structures were entirely exchanged; with the end of the “Rheinische Bundesrepublik”, the incarnation of a welfare and growth oriented Fordist society, also former West Germany had to adapt to this transition and still is facing a process of institutional modernisation.
Facing the challenges of motorised traffic, many cities around the globe started implementing measures to transform their urban transport systems. One of the major challenges for the success of adequate policies is not only their effectiveness but also whether they are accepted by city residents. With a quantitative case study in four neighbourhoods in Frankfurt am Main (N = 821), this article investigates the acceptability of three measures: (i) parking management, (ii) the conversion of car lanes into cycle lanes and (iii) the closure of an inner city arterial road to car traffic. The results show a surprisingly high acceptability for all measures if the benefits for local residents are tangible. Thus, successful policy packages may combine push measures with either pull measures, as suggested frequently in the literature, or with improvements for other land uses (e.g. re-using former car-parking spaces for non-transport purposes, such as greenery or seating areas). Furthermore, the perceived effectiveness, daily travel practices and intentions to reduce car use, the built environment and, to a lesser degree, socio-demographics explain differences in acceptability by population group.
Highlights
- Cost-free ticket increases public transport use even when the share was high beforehand
- Free tickets are more effective than just a price reduction (zero-price effect)
- Low income, female and older employees benefit the most
- Not only travel behaviour but also attitudes change
- Cost-free public transport is one component in a set of travel demand management tools
Abstract
To increase its attractiveness for employees, to save costs regarding parking supply and to foster modal shift away from the car, employers can offer sharply cost-reduced public transport tickets. In the state of Hesse/Germany, public authorities have gone one step further by introducing a cost-free public transport ticket for all state employees. We argue that the step from sharply cost-reduced to cost-free is more than just a monetary difference. The aim of this study is to assess whether the ticket is actually affecting employees and what changed their travel behaviour. Therefore, we have analysed a two-wave survey conducted at Goethe University in Frankfurt: one from before and one from after the introduction of the new ticket. The results show a substantial increase in the use of public transport (pt) for commuting and other trip purposes. Car use and availability, however, did not decrease. In particular, those who had no cost-reduced jobticket beforehand switched to public transport after the introduction. Furthermore, we identified increasing public transport use for low-income employees (inclusion hypothesis) and several indicators pointing towards a more multimodal behaviour (multimodal hypothesis).
Highlights:
• Evaluation of three cycle street designs by means of visualisation assessments.
• Shared space is evaluated as the safest and most attractive cycle street design.
• The conventional urban street design is perceived as the most clearly structured.
• Affinity towards walking and cycling favours a positive evaluation of shared space.
Abstract
Cycle streets have been implemented in many urban areas around the world in recent years to make cycling safer and more attractive. In these streets, cyclists have priority over motorised traffic. They are allowed to use the entire roadway and determine traffic speed. However, there have been no standardised design guidelines for cycle streets to date. Moreover, there is limited understanding of the individual perception of different cycle street designs. Yet, positive evaluations of safety and attractiveness are especially important for pleasant travel in public spaces. Therefore, this study examines the individual perceptions of three cycle street designs: conventional, flow and shared space. Visualisations of these designs were implemented in a written household survey conducted in the urban Rhine-Main metropolitan region in Germany (n = 701). Participants were asked to assess the different designs in terms of safety, clarity, attractiveness and fun. Furthermore, bivariate analyses and regression models were performed to investigate whether individual travel preferences and attitudes, regular mode use and socio-demographic characteristics affect assessments of the designs. The results show that the shared space design is rated as the safest, most attractive and most fun. The conventional cycle street is evaluated as the most clearly structured. Individual affinity towards cycling and walking favours a good evaluation of the shared space design, while a high car affinity and having a migrant background positively affect the assessment of the conventional design. In addition, younger participants and members of households without a car assess the flow design more favourably.
Highlights
• Applies a biographically inspired practice-theoretical approach to understand everyday mobility from car-reduced neighborhoods.
• Investigates various ‘contexts’ and ‘practice bundles’ that shape car-(in)dependent mobility practices.
• Material, personal-temporal, and socio-cultural contexts of residents’ travel behavior in car-reduced neighborhoods stabilize and support car-independent mobility.
• The meanings (including emotions and feelings) of mobility practices determine their performance type.
• Calls for more car-reduced planning for the transition to low-carbon mobility.
Abstract
Lately, transport researchers and practitioners are showing renewed interest in car-reduced neighborhoods and their residents’ mobility to investigate possible factors influencing sustainable transport. With a biographically inspired practice-theoretical approach, this study considers the ‘context of travel behavior’ and, thus, focuses on mobility as a ‘practice’ in order to improve the understanding of everyday mobility as well as the potential and limitations of implementing car-reduced housing. Based on qualitative interviews with residents of two German car-reduced neighborhoods, we first identify different compositions of materials, competences, and meanings (including the feelings and emotions) of car-(in)dependent mobility practices. Second, we discover the personal, social, temporal, and socio-structural circumstances of the residents’ travel behavior alongside ‘practice bundles’ that interact with car-(in)dependent mobility. Finally, our findings indicate, on the one hand, that the car-centric material context outside car-reduced neighborhoods, the incorporation of private car driving with the practice of everyday life, and the affective satisfaction with car use and ownership negatively influence car independence. On the other hand, our results highlight that residential location and its materiality in the case of car-reduced housing developments, as well as the personal-temporal and socio-cultural contexts of their residents’ mobility practices stabilize and support car independence and low-carbon mobility.
Highlights
• Compares narratives and mobility-related practices of car-reduced neighborhoods.
• Identifies commonalities and differences between the ideal vision and the lived practice of car independency.
• The article concludes that a 'post-car system' requires continuous material and immaterial change.
• This can be fostered by political and planning readiness, as well as local willingness and public acceptability.
• Overall, this study reveals the exemplary role of car-reduced neighborhoods for mobility transition.
Abstract
In the pursuit of sustainability, the concept of ‘car-reduced neighborhoods’ promises to decrease car ownership and increase car-independent mobility. However, mobility is not only designed from ‘above’ by planners and policymakers, but also shaped from ‘below’ by its practitioners and their contexts. Only a few studies currently bring together the perspective from ‘above’ and ‘below’ regarding car-reduced neighborhoods. This article therefore combines both perspectives by contrasting the narratives and the mobility-related practices of two German car-reduced urban residential areas. Firstly, we conduct interviews with various actors involved in the planning and implementation of both neighborhoods to identify the narratives. Secondly, we interview the residents to determine the mobility-related practices. Finally, we compare both empirical investigations to analyze the commonalities and differences of the ‘planning vision’ and the ‘lived practice’ of car-free living, car-independent mobility, and restrictive car parking. Although this study identifies differences between the two perspectives, the discrepancy is smaller than evaluated in earlier studies. After relocating to a car-reduced neighborhood, residents tend to maintain, strengthen, and adapt car-independent mobility practices rather than weakening car-independent mobility practices and maintaining car-dependent ones. Thus, residents seem to be encouraged to drive less and to leave their cars parked for most of the time. However, relocating to a car-reduced neighborhood does not automatically initiate full demotorization. Furthermore, residents' parking practices also sometimes deviate from the planning vision. Consequently, the article concludes that overcoming the ‘system’ of automobility for a ‘post-car system’ requires continuous (i) material and (ii) immaterial change fostered by political and planning readiness, as well as local willingness and public acceptability. In this regard, car-reduced neighborhoods can be seen as blueprints for a mobility transition.
Highlights
• Explanation of mobility design and its practical, aesthetic and emblematic effects on travel behaviour.
• Review of recent studies on mobility design elements and the promotion of non-motorised travel.
• Discussion of research gaps and methodological challenges of data collection and comparability.
Abstract
To promote non-motorised travel, many travel behaviour studies acknowledge the importance of the built environment to modal choice, for example with its density or mix of uses. From a mobility design theory perspective, however, objects and environments affect human perceptions, assessments and behaviour in at least three different ways: by their practical, aesthetic and emblematic functions. This review of existing evidence will argue that travel behaviour research has so far mainly focused on the practical function of the built environment. For that purpose, we systematically identified 56 relevant studies on the impacts of the built environment on non-motorised travel behaviour in the Web of Science database. The focus of research on the practical design function primary involves land use distribution, street network connectivity and the presence of walking and cycling facilities. Only a small number of papers address the aesthetic and emblematic functions. These show that the perceived attractiveness of an environment and evoked feelings of traffic safety increase the likelihood of walking and cycling. However, from a mobility design perspective, the results of the review indicate a gap regarding comprehensive research on the effects of the aesthetic and emblematic functions of the built environment. Further research involving these functions might contribute to a better understanding of how to promote non-motorised travel more effectively. Moreover, limitations related to survey techniques, regional distribution and the comparability of results were identified.
Highlights
• Typology of low-income families by their daily travel practices.
• The competence to finance, organise or borrow materials needed for travel enhance low-income families' mobility options.
• Low-income families' social networks can compensate transport disadvantages through direct and indirect financial support.
• Low-income families experience transport-related social exclusion.
Abstract
Being mobile is essential to participate in social life. However, as transport involves costs, this is a particular challenge for people on low incomes. Households with children are, especially, at an increased risk of poverty. To provide a deeper understanding of how financial poverty affects the daily travel practices of low-income families and how they cope with their limited financial resources, we conducted 16 qualitative problem-centred interviews with low-income families in Ronnenberg (Hanover Region, Germany). Although all the interviewees have to cope with limited financial resources, their daily travel practices differ. We identify four types of daily travel practices for these families: (1) car-centred, (2) car-reduced, (3) public transport oriented and (4) non-motorised. For a more detailed analysis on how poverty affects transport and participation, we use the practice theory perspective (Shove et al., 2012). Our analysis highlights that the car plays a significant role despite poverty for some families. However, other low-income families manage their daily life with public transport and non-motorised modes only. Our results show that low-income households with children have several strategies for organising and financing their daily travel practices. One strategy is direct and indirect support for travel from their social network. Furthermore, some families forgo leisure activities with entrance fees or higher travel costs.
Highlights
• Investigates the effect of a nearly fare-free public transport ticket.
• In-depth analysis of the 9-Euro-Ticket using qualitative empirical research.
• Low-income people's mobility and social participation benefits from affordable PT.
• This study reveals six main findings of interest for policy and practice.
From June to August 2022, the financial barrier to public transport use almost completely disappeared in Germany due to the 9-Euro-Ticket. It enabled anyone with access to public transport infrastructure across Germany to use public transport for 9 euros per person per month. As this completely changed the conditions for public transport use, especially for low-income households with children, the following research questions arise: (1) what effect does the 9-Euro-Ticket have on the travel practices and social participation of low-income households with children? (2) how and by what were the travel practices shaped by the 9-Euro-Ticket? and (3) what happened to the interviewees’ travel practices after the measure expired? To answer these questions, twelve qualitative interviews were conducted with low-income households with children in the Hanover region.
This study found that the 9-Euro-Ticket removed the financial constraint of public transport use, changed the travel practices of most interviewees and had a wide range of positive meanings. The respondents associate the 9-Euro-Ticket with freedom, joy at being able to offer their children something, along with financial and psychological relief. Additionally, the 9-Euro-Ticket enabled the interviewees to engage in leisure activities, to visit relatives, contributed to integration, had an empowering effect, especially for women and children, and thus represents a measure to increase social participation. After the three months of the 9-Euro-Ticket, financing public transport use challenges low-income households again and financial constraints prevent them from reaching certain places and engaging in out-of-home activities.
Problematisiert wird, dass der Aufsatz von Revers und Traunmüller Erkenntnisinteresse und Positionalität der durchgeführten Forschung verschleiert. Eine Offenlegung wäre notwendig, um die Grundlagen der schwerwiegenden methodischen Probleme, der Fallauswahl und der unbelegten Behauptungen des Aufsatzes verstehen zu können. Im Widerspruch zu der falschen Annahme, dass Meinungsfreiheit grenzenlos sei und auch mit einer Freiheit einhergehe, andere zu diskriminieren, legt meine Replik die Notwendigkeit (siehe Grundgesetz und Gleichbehandlungsgesetz) dar, dass auch an den Universitäten Diskriminierungen aktiv vermieden werden müssen.
Methoden
(2020)
Rezension zu: Akremi, Leila, Nina Baur, Hubert Knoblauch und Boris Traue (Hrsg.): Handbuch Interpretativ forschen. Weinheim, Basel: Beltz Juventa 2018. 961 Seiten. ISBN: 978-3-7799-3126-3. Preis: C 49,95.
Das Promotionsvorhaben ist im Bereich der arbeitssoziologischen Forschung angesiedelt. Vor dem Hintergrund der Individualisierung im arbeitssoziologischen Feld, sowie der gestiegenen Bedeutung von Home Office aufgrund der Corona-Pandemie, widmet sich das Vorhaben dem Problemfeld der wahrgenommenen Ambivalenz von Home Office, sowie dem Zusammenhang zwischen Home Office und Individualisierung, und dessen Bedeutung und Auswirkungen für und auf das Individuum.
Als methodisches Verfahren dient hier zur Theoriegenerierung die Grounded Theory. Gegenstand der Analyse ist die mediale Darstellung. Als mediale Daten werden Zeitungsartikel mit der thematischen Fokussierung auf Home Office betrachtet. Die hier gewählte Darstellung des Vorgehens, ermöglicht es, das Vorgehen mit der Grounded Theory kleinteilig und kleinschrittig nachzuvollziehen und verstehen zu können.
Ziel der Studie ist es, Home Office in Bezug zur Individualisierung zu setzen und die grundsätzlichen Zusammenhänge innerhalb der Wahrnehmungen von Home Office und Individualisierung herauszuarbeiten, sowie im medialen Kontext allgemeine Darstellungen und Wahrnehmungen von Home Office zu erkennen und zu verdeutlichen.
Letztlich zeigt sich, dass die Gemeinsamkeit in der medialen Darstellung von Home Office darin liegt, dass eine Aushandlung über die Notwendigkeit von Handlungsvermögen erfolgt. Diese Aushandlung spiegelt sich in den Aspekten der Darstellung von Handlungsmöglichkeiten und Handlungsgrenzen wieder, sowie in der Darstellung der Notwendigkeit von Gestaltungsspielraum und/oder der Notwendigkeit von Grenzen für das Individuum.
Die im Laufe der Auswertung entwickelten Darstellungsformen ermöglichen hierbei, die differenzierten Standpunkte im Hinblick auf die Arbeitsweise Home Office erfassen zu können. Es wurden Formen gebildet, um die verschiedenen Blickwinkel voneinander abgrenzen zu können. Bei Betrachtung dieser Formen wird jedoch ersichtlich, dass sich die exakte punktuelle Verortung des Subjektes zwischen Fremdbestimmung und Selbstbestimmung im Hinblick auf die Zielsetzung des maximalen persönlichen und/oder wirtschaftlichen Erfolges aus medialer Perspektive als schwierig erweist.
Die in der Auswertung entwickelten Darstellungsformen verdeutlichen außerdem die Gleichbedeutung von Arbeitssphäre und Lebenssphäre für das Individuum in der medialen Darstellung. Gleichzeitig zeigen sie den Wunsch nach Freiheit, den Wunsch nach Grenzen, sowie den Wunsch nach Selbstverwirklichung, Gestaltung und Entlastung von Erwartungen auf.