Saturday 7 May 2011

Chapter 9: Conclusion

         Conclusion

In this thesis the focus has been on how the velo-mobility has developed through time and what the Copenhagen space of velo-mobility consists of. Based on the analysis of the data, there are good reasons to believe the following:

                 The socio-technical development of Copenhagen’s velo-mobility

- How did Copenhagen develop into an urban velo-mobility pioneer?
A series of events are presented to show how the Copenhagen bicycle system has developed into a pioneer. The analysis of the development is not an attempt to present the recipe for success. However, this development is contextual experience available for future development of the bicycle system of Copenhagen. Inspired by Kingsley and Urry’s’ sociotechnical system the following will be a presentation of the socio-technical negative feedback influential to the development of the bicycle system.
Social
·      It is clear that the bicycle seldom is a part of the Copenhageners consciousness. However, when the bicycle system is undergoing changes or threats of the same, the Copenhageners reflect on their mode of transport, as showed with the bourgeoisie, the protestors and the present urban hipsters. Politically these segments had/have the power to affect the physical planning and the bicycle was thus early introduced as a serious transport alternative. (Political power)
·      During the world wars the bicycle was popular due to economic scarcity, whereas the more expensive car system was destabilized in comparison. (Economic scarcity)
·      No political initiatives, such as licenses, helmets or speed limits have affected the development of the bicycle system. In contrast, competing modes of urban traffic has been cut back by such commands. At the same time the present legislation is rather vague, which increases the freedom of the bicycle system further. (Unrestrictive legislation)
·      Culturally the bike has been a natural part of Copenhagen for the last century and is stated in our social imaginary of Copenhagen, both encouraged by Danish cycling federation and the large quantity in the streets. (Bike culture)
Technical
·      Bicycles have not experiences numerous developments since the high-wheel bike, with only few changes through time. The analysis points out two technical developments, which have enhanced speed and decreased the expenditures of the production, but no drastic changes have been done since the 70´s in comparison to the car. However, this states a strong concept and product. (Strong concept)
·      The bicycle therefore does not rely on high-tech industries to balance supply and demands, which leaves it open for custom design by the owners themselves or small industries as represented with the fix-geared bicycles. (Simple production)
·      Cars are, unlike the bicycle, dependent on the fossil-fuel industry, which is highly unstable with fluctuating prices based on the international marked or catastrophes’ like the recent Shell disaster in 2010. (Independent system)
In contrast to Kingsley and Urry’s socio-technical system, the study of the bike has shown that the socio related issues have been key, due to the technical simplicity of the bike.
The research question has focused on the development and production of space for velo-mobility, and therefore no prediction will be made in case of climate change or new oil crises. However, the listed negative feedbacks that have strengthened the equilibrium are not likely to be threatened in the near future by potential climate changes, but are more likely to be strengthened even further. Also, it is interesting to see the recent development of the bicycle system. The bicycle has experienced a new possible popularity caused by the city’s branding strategy and urban hipsters focus on the bike as a way of staging Copenhageners. It is likely to strengthen the system in the future, where the bike-culture is transferred from the practical to the discursive knowledge.

The produced space of velo-mobility in Copenhagen

- What are the characteristics of the socially produced space of velo-mobility of Copenhagen?
The initial idea of the thesis was based on the obligation from two of the great bicycle nations: Denmark and The Netherlands. The research was a study of the product promoted[1]. This led to an analysis of the produced space of velo-mobility with a relational perception of space. Three characteristics can be identified, across the three elements, within the produced space of velo-mobility in Copenhagen:
Freedom:
The freedom refers to all elements of the triad. As shown the spatial practice has a high degree of independency when it comes to usage. The interviewees express how they are free from time schedules and parking lots, but instead they jump in the saddle and go. Freedom also refers to the representational space whereas the freedom exists in their relative bicycle map of Copenhagen. There are no urban spaces where they cannot transport themselves with the bike, either as a bicyclist or as a pedestrian dragging the bike along. It is necessary to add that this freedom is a social imaginary freedom and does not often reflect the legislation.  Dominating actors representing the representations of space allow the freedom. There are good incentives to encourage the freedom and thus promote Copenhagen as the bicycle pioneer. And what are the results of the freedom?
The interviewees have merely described a well functioning anarchy, where cyclists all have their individual perception of the space of velo-mobility with the intentions of getting from A to B as fast as possible, which according to the interviewees is also the most convenient. The relevant question would be how this well functioning anarchy works?
There are good reasons to believe it is due to communication.
Communication:
How does the well functioning anarchy create a best-case example of velo-mobility?
According to all the data it is due to clear communication of intentions. The communication is bodily, nonverbal, and catalysed by a physical infrastructure with little signage and legislative restrictions. The produced space of velo-mobility is very far from Augé´s non-place without communication. The bicyclists communicate by their spatial practice and appearance. Signalling is done directly or indirectly by their bells, presence, speed, focus, balance, experience etc. and judged by the appearance. The result is a clear spatial language with a broad variety of the vocabulary to communicate and negotiate in the described anarchy. The bodily communication on the bicycle-lanes enables close proximity on the bicycle-lane along with a speed incomparable to the competing means of traffic. The distinct bodily communication also creates an understandable social imaginary of spatial organisation and order on the bicycle-lane.
Organisation:
The infrastructure organisation of velo-mobility is different to motorized transportation. In the produced space of velo-mobility the dominant space is analysed to be deliberately vague or organised in collaboration with the cyclists themselves. The physical scenery, dictated by the planners and social engineers, signals a high degree of independency leaving the cyclists with a social code of conduct, which contribute to a perception of freedom as well. The organisation of space is thus primarily constituted between the spatial practice and the representational space, which leads to a pragmatic and rational order learned by doing. The organisation is primarily a part of the interviewees’ practical knowledge, which can be related to their illegalities and the sense of guilt they experienced through their reflections.
The clear communication enables a certain consistency among the cyclists’ personal perspectives to sustain an efficient, safe and convenient mobility sub-system of Copenhagen.

In this thesis the focus has been on the space of velo-mobility in Copenhagen, both the development and the present production. The analysis has shown a strong and very vibrant space unlikely to be anything else but strengthened. This is concluded through both Lefebvre’s and Kingsley and Urry´s meta-theories. Cycling as an urban mobility form is suited to the interviewees’ and is, according to the experts, more general seen as the Copenhagen’s favourite means of transport.
With the export potentials in mind, it will be interesting how the freedom, the communication and the organisation is operationalized in other upcoming bicycle systems, if the Danish Cycling Federation succeed in exporting velo-mobility.

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