Around 1970, high numbers of traffic casualties among cyclists led to the creation of numerous local protest movements in the Netherlands. While activists employed protest strategies, their main interest lie in the way they exemplify a highly successful instance of “lay expertise”; the idea that users of a technology have a fundamentally different and valuable perspective on a technology than experts or system-builders. Specifically, cyclists claimed to be more knowledgeable about cycling conditions and safety than the state-employed engineers and traffic (...) experts who built the roads and cycling path network. A key actor in this story is the Dutch Cyclists’ Union, a national platform of local action groups formed in 1975. These activists used the cycling experience of everyday utilitarian cyclists to compile maps and blacklists of locations where cycling was dangerous, unpleasant, uncomfortable, or otherwise discouraging. In doing so, they successfully claimed legitimacy as a valuable knowledge partner for local engineers and policymakers. As a result, they gained some level of influence within local governments, a relation which in the intervening years has only grown stronger. This case study shows how users can shape socio-technical systems bottom-up, and can therefore to an extent be seen as a successful example of co-construction of technology.ZusammenfassungUm 1970 führte die hohe Zahl von Verkehrsunfällen unter Radfahrern zur Gründung zahlreicher lokaler Protestbewegungen in den Niederlanden. Obwohl die Aktivisten auch Proteststrategien einsetzten, besteht das Hauptinteresse dieses Artikels in der Art und Weise, wie sie ein äußerst erfolgreiches Beispiel für „Laienkompetenz“ darstellen. Die Idee dahinter ist, dass Nutzer eine wertvolle und grundlegend andere Perspektive auf eine Technologie haben als Experten oder Systembauer: Radfahrer gaben in Umfragen an, mehr über die Bedingungen und die Sicherheit von Fahrrädern zu wissen als die staatlich angestellten Ingenieure und Verkehrsexperten, die die Systeme des Straßen- und Radwegenetzes gebaut haben. Ein Hauptakteur dieser Geschichte ist der Fietsersbond [Radfahrerbund], eine nationale Plattform lokaler Aktionsgruppen, die 1975 gegründet wurde. Diese Aktivisten nutzten die Mobilitätserfahrung täglicher Radfahrer, um Karten und Liste von Orten zusammenzustellen, an denen das Radfahren gefährlich und unangenehm oder auf andere Weise beschwerlich war. Damit beanspruchten sie erfolgreich Legitimität als wertvoller Wissenspartner für lokale Ingenieure und politische Entscheidungsträger. Infolgedessen gewannen sie einen gewissen Einfluss auf die Kommunalverwaltung; eine Beziehung, die seitdem immer stärker geworden ist. Diese Fallstudie zeigt, wie Nutzer sozio-technische Systeme „von unten“ gestalten können; sie kann daher in gewissem Maße als erfolgreiches Beispiel für die kooperative Konstruktion von Technik angesehen werden. (shrink)

During the past two decades, there has been a significant growth of sociological studies into the ‘body pedagogics’ of cultural transmission, reproduction and change. Rejecting the tendency to over-valorise cognitive information, these investigations have explored the importance of corporeal capacities, habits and techniques in the processes associated with belonging to specific ‘ways of life’. Focused on practical issues associated with ‘knowing how’ to operate within specific cultures, however, body pedagogic analyses have been less effective at accounting for the incarnation of (...) cultural values. Addressing this limitation, with reference to the radically diverse norms involved historically and contemporarily in ‘vélo worlds’, I develop Dewey’s pragmatist transactionalism by arguing that the social, material and intellectual processes involved in learning physical techniques inevitably entail a concurrent entanglement with, and development of, values. (shrink)

Consequential historical decisions that shaped transportation systems and their influence on society have many valuable lessons. The decisions we learn from and choose to make going forward will play a key role in shaping the mobility landscape of the future. This is especially pertinent as artificial intelligence (AI) becomes more prevalent in the form of autonomous vehicles (AVs). Throughout urban history, there have been cyclical transport oppressions of previous-generation transportation methods to make way for novel transport methods. These cyclical oppressions (...) can be identified in the baroque and modernist periods, and a third oppression may occur in the contemporary period. To explore the idea of a third oppression, we focus on the bicycle and outline the history of cycling to understand how historical mode oppression unfolded. We then present several social and political factors that contributed to the oppression of cycling and share recommendations for how to avoid future oppressions including political, social, and design actions for researchers and policymakers to take. This paper argues that priorities for AI-enabled mobility and cyclist needs be advanced in proportion to the extent that they contribute to societal goals of urban containment, public realm, and proximal cities. Additionally, future mobility evolutions should prioritise mobility justice and mode choice over inducing a singular transportation method. (shrink)