A long time ago I read an article onDesign Boom by Juliana Neira detailing an incredible underground automated bicycle parking system in Japan. The first installation was in 2013 and since then, many of these systems have installed around Japan. The ECO cycle system is a remarkable technological design and as our cities become more and more crowded, solutions such as these that are not common in Western countries (but are elsewhere) might offer some ideas for how innovative technological designs could help address issues of urbanization and contested spaces. Enjoy. NG.
Watch the video above for a great demo of how ECO cycle works.
Created by Giken, ECO Cycle was launched in 2013. It is as an automated mechanical underground parking lot for bicycles and today there are over 50 parking stations in Japan (with plans for global expansion on the way).
ECO Cycle is an automated bicycle parking facility developed with the concept of ”Culture Aboveground, Function Underground”. With a compact entrance booth, it requires minimal space above ground and provides more than 200 parking spaces underground.
The entry to ECO Cycle is compact and unobtrusive. It has a unique press-in technology, making it a powerful option in urban districts where it is difficult to acquire land. The entrance/exit booths are above ground (at street level), while the rest of the ECO cycle structure is underground and it is completely computer-controlled automated. Surveillance sensors make sure the bikes are safe, eliminating theft through the use of a personal tag or card, making it easy for anyone to use.
Average storage and retrieval time is 13 seconds. (I know right….WHATTTTT!!!??) . To dock your bike, you push the bicycle forward to the front of the entrance door. The front wheel shutter opens, activated by the IC tag attached to the bike. When ready, you push your bike forward and insert the front wheel into the slot. After it has been inserted, it is clamped and fixed. You then step off the sensor map and press the ‘drop-off start’ button and the rest of the operation is completed by the machines which take your bike underground to storage.
You retrieve your bike by using your storage card and your bike is automatically retrieved for you. Amazing!!!
Gilken also says that ECO Cycle is earthquake resistant – a big plus in places like Japan where earthquakes are an ongoing issue.
Image: Design Boom
I can see there are many benefits of ECO cycle not least of all because it saves (above ground) public space and offers great protection for bikes from theft, weather and damage.
From a sustainability perspective, I am concerned about the amount and source of power needed to operate the whole venture – it seems ironic to ride a bike to support the environment, only to have your storage methods produce a bigger carbon footprint than you just saved by riding.
As we move towards a more contested and complex future where riding bikes is going to play a critical role, it will be imperative to be open to experimenting with new designs that encourage biking, active transport and more sustainable practices. In highly populated cities (like in Japan) have accessible, cheap and reliable bike parking is a great way to encourage more people to cycle.
Although not 100% perfect, the ECO cycle provides an innovative example for considering new ways in which technology, space, people and bicycles might be better accounted for in large cities.
Bicycle Network is Australia’s biggest bike riding organization that has nearly 50, 000 members nationwide. One of the things I really appreciate about Bicycle Network is that they often undertake surveys in order to see how members and local riders feel about certain key issues. Previously this blog has shared Bicycle Network’s survey on how people feel about Australian helmet laws as well as the results of that survey and some of the flow on critiques and counterarguments the survey results stimulated. Their latest survey gauging how bike riders how they use end of trip facilities at work and if that might change because of COVID-19.
This post is an invitation for Aussie riders to contribute their ideas to help Bicycle Network create a set of guidelines for workplaces so end of trip facilities remain open and people can ride their bike to work- if you are interested – read on!
Image: Bicycle Network
Does your workplace have somewhere to store your bike and wash up after your commute? Do you wish it did? Let us know what you do when you get to work and how that might change when lockdown eases.
End of trip facilities—areas with bike parking, showers, change rooms and lockers—are a vital part of workplaces that enable people to ride a bike instead of driving or taking the train.
And it is likely end of trip facilities will become more important. New bike lanes are being installed in Australian cities and public transport is running at reduced capacity, encouraging more people ride to work.
However, end of trip facilities will need to run a little differently to before COVID-19.
Some facilities might need caps on the number of people who can use the facility at the same time and cleaning will need to be done more regularly.
Bicycle Network is producing a guide with advice for workplaces on how to manage their end of trip facilities so people can keep riding to work.
To help us make the guide we’d like people to complete a survey, tell us how their end of trip facility works and if it will affect the way they travel to work after COVID-19.
Image: Bicycle Network
Survey, images and content in this post courtesy of Bicycle Network.
Brisbane is hosting Australia’s first-ever hackathon about bike
riding BikeHack19 later this month.
In a similar vein to a 3 Day Start Up or tech Hackathons, this event is focused on solving a problem. In this case, the cycling challenge is…..
How can bike riding be more accessible and appealing in
Queensland so people ride bikes more often?
This event is not focused on changing policy, but it is an exploration
of any other possibilities that could include bike tech, gamification, design,
data, support services or new business ideas.
Anyone over the age of 18 can participate as long as they
are not a government employee.
When I went earlier this week to
BikeHack19’s info night, I was sitting next to a tech start-up entrepreneur
on one side and an engineer on the other. Other people I spoke to came from widely
diverse backgrounds including sociologists, researchers, students, town
planners, public health academics and programmers. I was surprised at how few
cyclists there were.
Here’s the event schedule.
BikeHack19 is promoted as being an opportunity to meet new
people and expand networks. As well as working with fellow hackers in teams over
the weekend to process their ideas, there are also industry experts, advisors
and funders on hand to suggest and mentor teams throughout the process.
Previously, I participated in a 3 Day Start-Up (3DS) intensive which ran 40 Griffith PhD
candidates through an entrepreneurial practical intensive on how to develop aspects
of their PhD research into a start-up business. It was fun, but very intense. Five
key reflections emerged for me from my 3DS experience – insights that I will need
to revisit as I consider if I will participate in BikeHack19.
To help focus and refine ideas, the organisers commissioned Enhance Research
to look into the issue using a 3-phase research design. They collated findings
into 3 ‘profiles’ on the common type of bike riders in Queensland and their
motivation.
These profiles (see them below) inform the three challenge categories and can be used as a stimulus ‘target market’ for the teams.
Cash Prizes
Overall,
there is $25,000 in prize money – much more than other similar events.
The $25,000 is divided into four cash prizes.
Overall team with best idea: – $10,000
One (1) overall winner prize of $10,000 for ‘best overall idea’ and three category winner prizes ($5,000 each) will go to the teams that come up the best ideas that address each of the three categories:
Active
Transport – $5,000 prize
Happy,
Healthy Families – $5,000 prize
Tourism
and Recreation – $5,000 prize
Winners will be determined by a judging panel on the Sunday
night. Prize money will be distributed to each member of the winning team,
equally with no
strings attached.
What is expected by the end of the weekend?
There are no hard and fast rules on what is expected as a finished ‘product’
to be pitched in the final presentation on Sunday evening. The focus is more
on teams working through stages of ideation, process and development of solutions
to the challenge.
So if you have an idea about how to get more Queenslanders on bicycles – check out BikeHack19 and pitch your idea.
Who knows maybe your idea will win!
To be part of BikeHack19 will cost you $30. Register here
Here is the fourth and last in the US bicycle politics review essay series written by Dr Jennifer Bonham. This review detailed three key texts. The first post outlined the socio-political context to set the scene. The second post reviewed the book ‘Pedal Power: The quiet rise of the bicycle in American public life’ while the last post focused on Zack Furness’ ‘One Less Car: Bicycling and the Politics of Automobility’. This post looks at Jeff Mapes’ Pedaling Revolution: How Cyclists are Changing American Cities’ which rounds off a very comprehensive and informed discussion about the history and activities of bicycle politics in the USA. This book in an especially valuable inclusion to this discussion given that according to Dr Bonham ‘it comes the closest to conjuring a culture of cycling which values diverse mobilities’ of all the books reviewed. A massive thank you to Dr Bonham for sharing her research, thoughts and passion. Enjoy! NG.
Mapes, J. (2009). Pedaling revolution: How cyclists are changing American cities. Corvallis, OR: Oregon State University Press.
More Space
Jeff Mapes’ Pedaling
Revolution: How Cyclists are Changing American Cities targets a general
readership as he traces changes in the status and popularity of cycling in the
United States. A senior political reporter with The Oregonian, Mapes’
sympathy for bicycling is informed by debates over the livability of American
cities, health and the built environment, and the costs of suburbanization and
automobile-oriented transport systems. Mapes does not explicitly challenge
fundamental notions of technological progress or dominant values of
individualism and materialism. Rather, he argues, automobile-oriented transport
systems bring a range of problems—suburban sprawl, affordability, exclusion and
constraint— that will worsen into the future. His analysis is concerned with
the formal political institutions—parliament, elected and appointed officials
in all spheres of government, legislation, funding arrangements—he believes are
essential to increasing bicycle use.
Mapes introduces his
book with a description of the different people to be observed riding bicycles
in North American cities today. As he challenges cycling stereotypes, he is
also quite aware this latest turn to bicycling may be short lived, just one
more crest in a series of highs and lows that reach from the nineteenth to the
twenty-first centuries. The bright moments for “everyday” cycling in the United
States have occurred under “not so everyday” conditions. The 1940s boom came
with wartime petrol rationing and the 1970s boom amid the fuel shortages of the
oil crisis. But Mapes traces threads from the 1970s to the present day as he identifies
the people (bike advocates, bureaucrats, industry representatives,
politicians), maps the legislation (ISTEA), and describes the ideas and
programs (e.g. Safe Routes to School) he believes have enabled a recent
resurgence in cycling.
Once he has
positioned the United States on the brink of change, Mapes turns his attention
to the Netherlands for a glimpse of what the future might hold. He provides a
detailed description of the infrastructure, road rules, etiquette, legislation,
and funding arrangements in place in the Netherlands. Mapes emphasizes the
importance of the Dutch government’s political will in re-orienting the
transport system to accommodate all modes of transport (not just the
automobile) and, in contrast to Wray, he explains this re-orientation largely
in terms of the 1970s oil crisis.
Mapes, like Wray,
discusses the various roles played by bike advocates, advocacy groups, activist
events and sympathetic politicians in developing a culture of cycling in U.S.
cities. The discussion is rich with examples as he takes readers on a cycling
tour of three U.S. cities: the university town of Davis, California; Portland,
Oregon; and New York. Combining tour with commentary, Mapes describes the
streets he cycles along and uses buildings, landmarks, and pieces of
infrastructure as entry points into the network of people, organizations,
events and opportunities he argues have been instrumental in the development of
local cycling cultures. The “bicycle tour” through these cities is particularly
useful as it situates cycling within the broader context of debates about
public space, sub/urbanization, urban planning and transport. In doing this,
Mapes draws back from the car versus bike dichotomy bringing into view myriad
elements, actions and relations that make up the urban landscape and shape
mobility practices today.
Mapes’ cycling
advocacy is keen but measured. In the final chapters, he focuses on the three
issues he clearly considers to be at the heart of livable cities: cyclist
safety, health, and children’s independent mobility. He presents a useful
summary of the contrasting views of “cyclist safety” from prominent U.S.
cycling activists—including John Forester’s “vehicular cycling,” Randy
Neufield’s traffic calming approach and Anne Lusk’s segregated bikeways—and
discusses their implications for transport infrastructure, public space and the
conduct of the journey by bike.
These debates
currently reverberate in developed and developing countries across the globe.
As Mapes places the bicycle within a broader sub/urban context, he presents
research into the health benefits of cycling alongside discussions between
geographers, planners, transport, and health researchers on the role of the
built environment in facilitating— or not—active modes of travel. Finally,
Mapes examines the decline of cycling in children’s everyday mobility in the
United States and discusses the competing concerns over sedentary lifestyles,
children‘s independent mobility and parental responsibilities.
Pedaling Revolution is not explicit in its theoretical underpinnings nor does it problematize the power relations through which bicycles/bicycling/ bicyclists have been marginalized in contemporary American culture. Further, Mapes’ discussion of bicycle culture tends to be overshadowed by the role he attributes to politicians and bureaucrats in bringing about change. But what is crucially important about Pedaling Revolutionis that it places cycling within a broader spatial and mobility context than either Wray or Furness allow. In doing this, Mapes comes closest to conjuring a culture of cycling which values diverse mobilities.
Image: Mona Caron
Centering Cycling?
Each of these
books advocates for cycling as they explore its position in the United States
and reflect on bringing about change. They are important in their efforts to
persuade a broader audience—beyond the committed cyclist—of the benefits of
public investment in cycling; demonstrating alternative (more or less radical)
ways of being in the world; providing insights into how cycling advocates and
sympathizers have intervened in decision-making processes; the rich and
detailed examples of the individuals, groups, places, and processes that have
been pivotal in fostering change—and the pitfalls to be overcome.
However, their efforts to centre cycling within their respective analyses meet with mixed success. As Wray and Furness introduce cycling through a dichotomous relation with the automobile, the bicycle is immediately “de-centered” and, despite demonstrating alternative futures the struggle for change remains daunting. Their political strategy is to “grow” cycling cultures outward into the broader population so that an increasing number of people come into the “fold” of cycling. Arguably, Mapes retains cycling at the centre of the analysis through reference to broader spatial and mobility contexts. In doing this, his strategy is to foster general conditions which value cycling—a culture which welcomes bicycling without demanding mass participation or positioning cyclists as victims needing concessions or protests.
Image: Pedal Revolution.org
Dr Jennifer Bonham is a senior lecturer in the School of Social Sciences, University of Adelaide. She has a background in human geography specializing in urbanization and cultural practices of travel. Her research focuses on devalued mobilities as it explores the complex relationship between bodies, spaces, practices, and meanings of travel. Her current research explores the gendering of cycling. Jennifer’s work is informed by a concern for equitable and ecologically sustainable cities.
Contact details: School of Social Sciences, University of Adelaide, Adelaide 5005, Australia. jennifer.bonham@adelaide.edu.au
This excerpt is from: Bonham, J. (2011). Bicycle politics: Review essay. Transfers, 1(1), 137. doi:10.3167/trans.2011.010110.
Images and hyperlinks included here are not part of the original publication.
Welcome back to this second post in a series of four taken from Dr Jennifer Bonham’s Bicycle Politics Review Essay IDEAS IN MOTION: ON THE BIKE. In the last post, Dr Bonham (Uni of Adelaide) provided an introduction and background for this essay and established the histo-politico-social context. This post reviews the first (of three) American books on Bicycle Politics. Thanks again to Dr Bonham. If you have not yet read this book, check out this review and see if you want to head to your local library for more. Enjoy! NG.
Wray, J. H. (2008). Pedal power: The quiet rise of the bicycle in American public life. Boulder, CA: Paradigm Publishers.
Pedal Power
J. Harry
Wray’s Pedal Power: The Quiet Rise of the Bicycle in American Public Life is
an immensely readable account of the nascent shift toward bike friendliness in
the United States. Wray has written both a cycling advocacy text and, as a
professor of politics at De Paul University in Chicago, an accessible
introductory text for students taking courses in culture and politics. Each
chapter offers an entry point into discussions about the nature of politics,
political theory, the mechanisms that foster particular meanings and values
over others, and the processes of political struggle and change.
The early chapters of Pedal Power establish the background for the pivotal third chapter after which the discussion turns to the development of a bicycle culture and the process of creating political change. Wray opens his case with a “bicycle view” strategy—that of the touring cyclist— to contrast the embodied experiences and social interactions enabled through cycling and car driving. He uses a familiar set of concepts in making this comparison: the surface of the road reverberating through the body; muscles responding to topography; elements assailing the flesh.
Further, the fact of sitting “on” a bike and “in” a car facilitates different types of relations with co-travelers (those who walk, ride, drive (passenger) alongside), “by-standers” (those not going anywhere—for the moment), and other species and things. Wray links these different experiences of mobility to different political positions arguing the bicyclist tends to a more progressive (and preferable) politics as the cyclist is always located within his/her context whereas driving tends to isolate and insulate motorists from their environment.
Clearly,
the bicycle and the motorcar will enable different experiences and interactions
but Wray misses a number of opportunities by simplifying the argument into a
bicycle versus car dichotomy. It works toward fixing differences between cars
and bikes and smoothes over the processes through which bodies, machines,
materials, spaces, and concepts have been, and continue to be, wrought
together. Further, it limits our view of other ways of getting around and the
diversity of experiences and interactions these enable. To illustrate this
point, we could assemble cycling (racing, utility, etc.), walking (jogging,
running), taking the tram, bus or train, riding a scooter, wheelchair or sled,
skateboarding, being a passenger in a car, driving a truck, taxi or automobile,
rickshaw cycling, parcour and rollerblading. We could then question the
apparatuses through which these particular categories have been created, or
excised, from the mass of human experience and bracketed into discrete sets of
mobility. Picking apart these categories (the practices, emotions, concepts,
materials and interactions they entail) is a political tactic through which we
would scramble our existing categories, create new ones and challenge the
valuing or prioritization of any one set of practices over another. The point
Wray makes in contrasting bicycling and driving is to challenge the privilege
accorded to motoring practices. However, he also re-inscribes the car/bike
hierarchy as he seeks to value the very characteristics through which cycling
has been devalued.
The
second and third chapters contrast the politics and culture of bike riding in
the Netherlands and the United States. Wray explains bicycle culture in the
Netherlands in terms of a sense of shared responsibility and a political
pragmatism that was brought to bear on the 1960s/1970s backlash against the
motor vehicle. This explanation prepares the ground for a discussion of cycling
and motoring in relation to the core American values of individualism and
materialism. He is specifically concerned with whether and how cycling and
motoring foster and extend each of these values. The “myth” of individualism,
and its strong links to materialism, are explained as the outcome of the
country’s Protestant roots, (initial) fluid class system and the stories
Americans tell about their long frontier history. This individualism was transformed
through the process of industrialization where it was reconstituted as
“personal product choices” (61).
It is
within this context that the motor vehicle figures as a symbol and mechanism
for the further elaboration of consumption and individualism. The motorcar
represents the U.S.’s extreme form of individualism— isolation and separation.
Writing in the lead-up to the 2008 election campaign, Wray argues that growing
disillusionment and discontent in the United States provides fertile ground for
alternative cultural norms. The bicycle is a symbol of that alternative.
Importantly, Wray links the bicycle to both a “tamer” form of individualism and
community cohesion. Rather than the bicycle being a “private” means of
transport, Wray emphasizes the particular social interactions it enables
thereby making a powerful challenge to the traditional public/private transport
dichotomy.
The
second half of Pedal Power is devoted to challenging current cultural
norms, the mechanisms by which participation in everyday cycling is being
encouraged and the role of different players working inside and outside formal
political processes to revalue the bicycle. Wray devotes a chapter each to the
role of: individual cyclists and advocates who provide alternative ways of
seeing and being in the world; bike advocacy groups which reinforce each other
as they lobby for funding and legislative changes from the national through to
the local scale; bicycle activism that engages the wider citizenry in bicycle
politics by encouraging participation in myriad bike-related activities; and
sympathetic politicians who can influence legislation and funding decisions to
further the interests of cycling. These chapters are alive with detail as Wray
offers numerous examples of the people, groups, activities, and legislative
changes he believes are facilitating a culture of bicycle use and political
change.
Image: Mary Kate McDevitt
Dr Jennifer Bonham is a senior lecturer in the School of Social
Sciences, University of Adelaide. She has a background in human geography
specializing in urbanization and cultural practices of travel. Her research
focuses on devalued mobilities as it explores the complex relationship between
bodies, spaces, practices, and meanings of travel. Her current research
explores the gendering of cycling. Jennifer’s work is informed by a concern for
equitable and ecologically sustainable cities.
Contact details: School of
Social Sciences, University of Adelaide, Adelaide 5005, Australia.
jennifer.bonham@adelaide.edu.au
This excerpt is from: Bonham, J. (2011). Bicycle
politics: Review essay. Transfers, 1(1), 137.
doi:10.3167/trans.2011.010110.
Images included here are not part of the original
publication.
Work on my community bicycle PhD research project requires me to read a lot of academic literature on bikes. Whilst it is my immense pleasure, there is always more to read. Recently, I came across a review essay by Dr Jennifer Bonham (University of Adelaide) that summarised and appraised three key (and popular) American ‘bicycle politics’ books. This essay a very interesting read as it identifies critical histo-politico-social aspects of bicycling from each of the books in an accessible, succinct and thoughtful way. Woohoo! What a gift! So here is Dr Bonham’s full essay IDEAS IN MOTION: ON THE BIKE as a series of four blog posts. This first post covers the intro and background, followed by three more – one post each reviewing, in turn, the three bicycle books below. A massive thank you to Jennifer for her analytical synthesis explaining why riding a bike is a political act. Enjoy! NG.
Wray, J. H. (2008). Pedal power: The quiet rise of the bicycle in American public life. Boulder, CA: Paradigm Publishers.
Furness, Z. (2010). One less car: Bicycling and the politics of automobility. Philadelphia, PA: Temple University Press.
Mapes, J. (2009). Pedalingrevolution: How cyclists are changing American cities. Corvallis, OR: Oregon State University Press.
Since the mid-1990s,
bicycling has been identified as a solution to problems ranging from climate
change and peak oil to urban livability, congestion and public health. A
plethora of guidelines, strategies, policy statements, plans and behavior
change programs have been produced— especially in industrialized countries—in
an effort to encourage cycling. Despite many localities registering increases
in cycling over the past decade, English-speaking countries such as Australia,
Canada, the United Kingdom and United States continue to have extremely low
national rates of cycling. The benefits of cycling are widely accepted and
barriers well documented but changes are slow, uneven, and often contested. The
disjuncture between government rhetoric and commitment to bicycling (via
legislation, funding, infrastructure) foregrounds the broader cultural and
political context within which cycling is located.
Implementing pro-cycling1 policies is difficult in cultural contexts where bicycles/bicyclists are set in a hierarchical relation with automobiles/ motorists and the latter valued over the former. It is equally difficult to effect cultural change when decision makers fail to prioritize cycling on the political agenda. A key research problem has been to understand how the hierarchical relation between different travel practices has been established and reproduced. Often, this problem is approached by centering the automobile in the analysis:2 a tactic which positions the motor vehicle in a series of dichotomous relations with “other” travel practices—private/public, motorized/non-motorized, choice/captive.
Such dichotomous
approaches have been widely criticized for re-creating rather than undermining
established hierarchies.3
An alternative tactic
involves unpicking the mechanisms through which these categories are produced
and bodies are differentially valued. Recently the bike has been placed at the
centre of the analysis in an effort to unsettle its persistent marginalization.
However, this type of analysis will be limited if it simply reproduces the
bicycle/automobile dichotomy.
Throughout the late
twentieth century, “cyclists” and everyday practices of cycling have been
constituted through concepts and research practices within the field of
transport and positioned as problematic—in terms of safety, efficiency,
orderliness. But the past 15 years4 have
seen researchers from a range of disciplines—health, political science,
geography, sociology, urban planning and transport—creating new “versions” of
cycling.5
As they centre
bicycling in their work and offer recommendations on “what is lacking” and
“what should change” they also provide insights into the mechanisms by which
cyclists have been explicitly excluded from or marginalized within public
space, academic study and public policy. This literature is a fundamental part
of political and cultural change not so much for the veracity of its claims but
in re-constituting cycling as an object of study and opening the path to
alternative ways of thinking about and practicing mobility.
From the early 2000s,
there has been a steady growth in research into practices of cycling and
cycling sub-cultures.6
Arguably, this
ethnographically oriented work can be traced to Michel de Certeau’s seminal
essay Walking in the City,7 which made apparent the historical and
cultural specificity of contemporary travel practices. There has been a steady
growth in research into particular travel/mobility practices and sub-cultural
groups who identify through their mobility.8 The study of local cycling groups and
cycling sub-cultures challenges hegemonic meanings, which devalue bicycling,
and offers alternative mobility futures. They can also link bike riders to more
mainstream values and beliefs thereby questioning their marginal status. The
very practice of riding a bike and/ or being part of a cycling sub-culture is
implicitly political as it challenges dominant forms of mobility. However, some
individuals and sub-cultural groups are explicitly political as they use the
subject position of cyclist as a means by which to resist exclusion and
advocate for bike riding.
The books reviewed in this paper examine the bicycle culture-politics nexus in the context of the United States. They provide explanations for the marginalization of cycling but more particularly they are concerned with how to bring about change. Each author addresses culture and politics to different degrees, recognizing them as inextricably linked but emphasizing one or the other in their analyses. They draw upon research from health and environmental sciences, architecture, urban, and transport planning to support their arguments rather than reflecting on this knowledge as a fundamental part of contemporary culture or cultural change. Culture is discussed in terms of the sites through which meanings are attached to cycling—especially film and television, literature, advertising, and news reporting—and how these are being challenged through the bicycle cultures and everyday mobility practices that form part of a growing social movement in cycling.
Image: Bikeyface.com
Notes
Pedestrians, public transport users, scooter riders, roller bladers and so forth could be included along with cycling.
For example, James Flink, The Car Culture (Massachusetts: MIT Press, 1975); Peter Freund and George Martin, The Ecology of the Automobile (Montreal: Black Rose Books Ltd 1993); Mimi Sheller and John Urry, “The City and the Car,” International Journal of Urban and Regional Research 24 no. 4 (2000): 737–757.
Feminists from Butler to Hekman have been at the forefront of this critique. Judith Butler, Gender Trouble (New York: Routledge, 1990); Susan Hekman, The Material of Knowledge: Feminist Disclosures (Bloomington: Indiana University Press, 2010).
This timeline reflects research into everyday cycling in English-speaking countries.
Borrowing Annemarie Mol’s theorization of different versions of reality, I want to suggest we do not have a single object (the cyclist) which is studied through a different lens by each discipline; rather we create the cyclist in different ways through the methodologies we use within each discipline. Annemarie Mol, The Body Multiple: Ontology in Medical Practice (Durham: Duke University Press, 2002).
The Ethnographies of Cycling workshop held at Lancaster University in 2009 included presentations from a number of researchers working in this area since the early 2000s. http://www.lancs.ac.uk/fass/centres/cemore/event/2982/
Michel de Certeau, The Practice of Everyday Life (Berkeley: University of California Press, 1984).
Dr Jennifer Bonham is a senior lecturer in the School of Social Sciences, University of Adelaide. She has a background in human geography specializing in urbanization and cultural practices of travel. Her research focuses on devalued mobilities as it explores the complex relationship between bodies, spaces, practices, and meanings of travel. Her current research explores the gendering of cycling. Jennifer’s work is informed by a concern for equitable and ecologically sustainable cities.
Contact details: School of Social Sciences, University of Adelaide,
Adelaide 5005, Australia. jennifer.bonham@adelaide.edu.au
This excerpt is from: Bonham, J. (2011). Bicycle politics: Review essay. Transfers, 1(1), 137. doi:10.3167/trans.2011.010110.
Images included here are not part of the original publication.
The other day I was riding my bike along the foreshore. It was a busy day, with cyclists, pedestrians and families all out enjoying the sunshine. It made me happy and I thought how nice it would be to interact more with the environment and people around me.
It reminded me of theBow Bells Ring project by artist Colin Priest, which was an installation commissioned as part of the 2011 London Olympics.
It perfectly captures everything this blog holds near and dear. So for those who have not heard of this project before – here is ye olde favorite community bike project gem. Enjoy!
What is Bow Bells Ring?
The idea is simple. UK artist Colin Priest collected 100 bicycle bells of all kind of sizes, shapes and loudness and installed them strategically along well-used public paths.
Each bell was attached to a small wooden stick and had its number and a little blurb detailing the project.
Then, each bell was installed at critical experimental points along a public route linking the Greenway, Capital Ring towpath and Stratford High Street. Visitors could download an app to get a tour map of all the bell locations.
Cyclists, pedestrians and locals could ring the bells and interact with the project however they liked. Priest found that some of the bells were modified by passers-bys (de/increasing loudness).
This project not focuses on bicycles and active transportation, but also uses recycling and low-tech approaches. It is innovative and encourages community engagement and an appreciation for the local environment.
What more could you want in a community bike art installation?!
The aim was to highlight safety and interactivity, promote use of local public spaces, increase awareness for biking and community interaction, and to bring some happy cheer to the area.
The installation followed the main bikeways through some gorgeous parklands, along a river and through the urban green spaces. The bells were also thoughtfully situated in order to reflect the environments, the surrounding locals who live there and to encourage a little more participation as people moved through the social and environmental surrounds.
Below is a video of Colin Priest explaining his project.
Bow Bells Ring Map
This project was commissioned by View Tube Art, as part of Bicycle Wheel for the CREATE11 Festival. Bow Bells was funded by the Arts Council England.
This idea would be a lovely addition to any bicycle pathway.
I’d like to see more interactive bicycle-inspired community art installations like this.
Here’s to hoping!
All images are stills taken from the two View Tube videos included in the blog.
This time last year, I was down in Melbourne performing our roving performance The BioBike Your Future Thanks You! at the Sustainable Living Festival. This just happened to coincide with Bike Rave Melburn 2018 Pink Flamingo – which of course I went to. I took the BioBike with me, met up with some mates and got amongst it at the rave. As always, we had an absolute blast! It was awesome being back in my home town, catching up with old crew, making new friends, checking out people’s wicked pimped out rides and cruising around Melbs as the sun when down to pumping tunes – all on two wheels (*sigh*).
FB: @Bike Rave AUS
Brisbane, my dear, when are you having a bike rave?
Sat 16th February was the 2019 GOLD – Melbourne Bike Rave!
Hells Yeah!!!
Thanks to everyone who sent through pics and well wishes – I missed being with you all this year…but was stoked to see such an awesome turn out!
“Dare to love yourself as if you were a rainbow with gold at both ends.”
Bike Rave is a free event – but we ask you to bring along a cash donation for charity Bicycles for Humanity. We will be collecting throughout the evening.
THE MUSIC: We have curated a whopping 4.5-hour mix from some very talented DJ’s for this Bike Rave. The mix is full of pumping party tunes to keep you dancing all night long. You should download this and put it onto an mp3 player.
SOUND: Bike Rave is a DIY event. Grab an MP3 player and put the mix on it. Bring your own speakers, build a sound bike, be creative! Need sound for your bike? Get a basket and some computer speakers, or head to Jaycar, JB-HIFI, etc to set up a self-contained set. There are some great solutions from $15, and some pretty impressive creations. Just remember to charge those batteries.
BRIGHT LIGHTS: Think bright lights, reflective jackets, fluoro hair, glow sticks, EL wire, or anything else that flashes and blinks. This isn’t just about making sure that you look awesome, make sure your bike is pimped out also.
DRESS UP: Gold, shiny, shimmer, bling, the ol’ razzle-dazzle. We want the Bike Rave to be a shiny shimmering mess as we ride along the river into the sunset.
THE WEATHER: If it’s nice out, we ride. If it’s cloudy, we ride. If it’s raining a little, we might ride. If it’s pouring, we don’t ride. Our speakers will get messed up. If you aren’t sure, show up anyways. Someone will be there from 5:30pm to let people know if the ride is canceled.
Bike Rave was founded in Vancouver but is shared around the world.
@alleyratlowriders
RAVE RULES: There are a few rules that we would like you to follow to ride the rave. This makes it safer for everyone and avoids problems on the night. We’ve never had an issue in the 6 years of running this event, so let’s work together to keep it that way.
Protect Your Head Stay to the Left Stop at Lights Ride Straight Don’t Hate Pack Your Trash Don’t Get Smashed
IMPORTANT! We are not responsible for your safety; YOU ARE! We have done our best to ensure that the route is well lit and safe, but it does involve a little riding on the road and in the dark and past people. We should attempt to obey all traffic laws. If we get split up, we can rejoin at one of the several stopping points along the ride, so please stop at red lights and stop signs.
Bike ravers around the world unite! See you all next year!
Nina Ginsberg and Dale Bracewell (Manager of Transportation Planning. City of Vancouver, Canada).
Recently I attended a very interesting event hosted by BikePedTrans. It was a presentation by Dale Bracewell, Manager of Transportation Planning for the City of Vancouver.
Vancouver has a particular sustainable and social interaction angle for its urban improvements that has created incredible positive change towards biking and active transportation – to a point where Vancouver is an exemplary urban cycling role model almost without rival.
As a bike enthusiast, this is very exciting! I wanted to hear more!
So here’s a quick overview of Dale’s session. It was called ‘FromaTrickletoaStream: Achieving a Major Bike Mode Shift in Canada’.
Ambitious Plans: Achieving a Major Bike Mode Shift in Vancouver
In 1997, Vancouver’s Transportation Plan identified there would be no increase in road capacity for cars and that walking, cycling and transit would be prioritised.
It also set an active travel mode share target of 40% to be achieved by 2008.
Significant progress has since been achieved and the plan was updated in 2012 that increased the targets even more – to 66% of all travel to be via walking bike or PT transit by 2040.
Remarkably, Vancouver achieved these goals well ahead of time – whereby 50% of travel set for 2020 was actually achieved by 2015.
Implementation of an impressive protected bike lane network and an Active Transportation Promotion & Enabling Plan saw daily cycling trips in Vancouver increase to over 50% from 2013 to 2016.
Vancouver’s vision is to support happy and health living by inspiring and enabling people of all ages and abilities to walk or cycle as their prefered way of getting around Vancouver.
Vancouver’s mission is to be leaders and partners in creating and promoting a world-class Active Transporation network in Vancouver.
Vancouver is looking beyond transport and mobility as the foundation for their Active Transportation policy. Their focus addresses and prioritises other eco-socio-cultural dimensions of urban living, to include health, safety, accessibility, economy, public life, environment and resiliency.
Vancouver has 5 Key Cycling Directions:
Upgrade and expand the bike network with routes that are comfortable and convenient
Improve integration with other modes, including via public bike share
Provide secure and abundant paring and end-of-trip facilities
Focus on education and safety
Promote cycling as an everyday option
The implementation principles for Vancouver’s Active Transportation Promotion & Enabling Plan are:
Think Big Picture
Be Opportunistic
Work Together
Invest Wisely
Innovate
Learn and Adapt
Data and Monitoring is key to everything!
Monitoring is key to tracking changes, recording data and observing trends. It is also imperative as evidence to prove positive changes and to encourage (stubborn?) politicians and administrators to act on increasing active transportation.
Vancouver’s monitoring program is impressive. Dale said a number of times that ‘you need to love the data!’. For example, evidence on the time spent sitting and being sedentary can be used to demonstrate causal impacts on health and physical activity outcomes. Dale also stressed the importance of female participation rates as an indicator of achievement of all ages design. Collect data and use it as evidence of success and to justify future initiatives.
What were some of the most interesting ideas?
Dale’s presentation was filled with interesting facts, ideas, learnings, suggestions and insights about Vancouver’s 2040 Transport Plan for biking. There was so much that was interesting, more than I can share here (contact Dale for more!). A quick review of some of the most interesting ideas include:
All ages and all abilities design – the end goal is for all Vancouver cycling infrastructure to all AAA standard. What a great idea!
Must have solid policy backing. Policy needs to recognise and drive issues that are broader than just mobility, for example, safety, health, accessibility, housing affordability, liveability and environment.
High-frequency mass transit is critical in shifting more locals towards using active transportation modes and away from private vehicles. To achieve this, having a minimum grid, forward-thinking strategic decision making and close consultations with stakeholders were key to building interest and momentum.
This presentation was the first time I heard the term ‘conversational bike lanes’ as a way to describe the width of a bike lane. This is used to describe how some bike lanes need to be wider in some places where two bike riders can ride alongside each other (to chat conversationally) as well as having room for one rider coming in the opposite direction (as opposed to just one bike width going both directions). What a lovely ‘social’ way of understanding bike lane usability.
It was inspiring to hear from Dale what could be achieved with political will and a clear strategic vision. What a brilliant model for other cities – a bikable city is achievable.
I am sure I was not the only one in the audience thinking why/how Brisbane could get to this same kind of state.
A trip to Vancouver anyone?
Twitter: @Dale_Bracewell
All images my own and/or from Dale Bracewell’s PPT presentation.
This guest post is from Maeve Shearlaw, a multimedia journalist who writes for The Guardian. This post highlights the ambitious, yet challenging plans Uganda has to improve roads in the capital city, Kampala, for cyclists. A big thanks to Maeve for sharing her unique insights and experience! NG.
A typical scene from Kampala’s busy streets Photograph: Ronald Kabuubi/AP
Special cycle lanes have been promised and initiatives are trying to get people on two wheels, but enthusiasts admit Uganda’s capital has a long way to go.
Initiate a conversation about cycling in Kampala and it will probably go one of two ways. People either assume you’re talking about boda bodas, the motorbike taxis that snake dangerously through the city’s arteries. Or, understanding you mean a pushbike, they’ll laugh dismissively at the possibility of tackling Uganda’s capital on two wheels.
But according to city authorities, Kampala will soon be welcoming its own bike lane network in the central business district.
Walking and cycling account for 60% of the city’s journeys but the roads don’t accommodate them well. Commuters must contend with potholed-tarmac, open manhole covers, running sewage and dirt roads turning to mud baths when it rains.
Uganda’s roads are some of the most dangerous in the world: the safety of pedestrians and cyclists is a real concern, and in 2012 the government passed a law to better protect them.
Driving isn’t much fun either. Know as “the jam”, severe traffic is a daily headache for road users. Taxi driver Daniel Thembo says the city can be congested for hours every morning and evening, while “sometimes on Mondays and Fridays it lasts all day”.
Amanda Ngabirano, a lecturer in urban planning at Makerere University, puts this down to bad organisation rather than too many cars on the road. “We don’t have many traffic lights,” she says “so we all find ourselves at the same junction at the same time.”
Ngabirano is working with the Kampala Capital City Authority Association (KCCA) on plans for a downtown car-free zone for bicycles, which will start with a pilot on Namiermbe Road, a congested area almost impossible to navigate by car.
They’ve deliberately picked the most “hostile” and “complicated” part of the city to start with: “where the people are, and where there is demand,” she explains. “Once we succeed there we will able to change other places very quickly.” Construction is due to begin in December.
But planning is only part of the battle. For Ngabirano “the key intervention is to successfully convince politicians about what cycling could do for Uganda and Ugandans.”
At the moment, most people who use their bikes on the roads are those living in poverty. “When it’s not safe it’s for the person who has no other choice, and the person who has no other choice is poor, you cannot deny that relationship,” says Ngabirano.
“It does not make sense that we prioritise cars with four tyres, but we ignore normal human beings whose legs don’t have spare parts,” she adds, before mentioning climate change, another harbinger of change for the continent: “In Africa we need to get it straight: people first, cars second.”
Ngabirano’s love for cycling led her to be profiled as “babe of the week” by Uganda’s national newspaper, The Observer, which even led with the words “back in the day, it was an eyesore for a woman in Kampala to ride a bicycle”.
She wasn’t offended, she says. As one of the few women regularly cycling in the city she feels it’s a good thing that people take notice.
Yet she does recognise the need to for a special effort to get more women involved, who she says would benefit from the freedom bicycles can offer: “If the family has one car, it is for the man in the house. This makes the woman so dependent,” she explains.
Ngabirano isn’t the only one trying to encourage more cycling in the city: from car-free days, a free bike-sharing scheme at Makerere University for students to ride around campus, to the annual Tour De Kampala, the city is making meaningful strides to encouraging cyclists to take to its roads.
Source: Red Pepper.com
Source: New Vision. A cyclist squeezes his through traffic in Kampala. Photo by Matthias Mugish
