People’s mobility, and thus bicycling, is spatial by its very nature. Being mobile by bicycle means to ride from one location to another in a given environment. Fundamental geographical characteristics, such as neighborhood, accessibility or distance, determine mobility to a certain decree. However, these interdependencies are often neglected in bicycling research, planning and politics. The consequences of non-spatial approaches become evident in many cities: the environment (neighborhood) of bicycle ways is not considered and thus often unattractive or not suitable, central facilities are poorly linked to bicycle infrastructure (accessibility) or not straightly connected (distance). The graphs below show the increasing distance travelled by commuters in Austria. The proximity between place of residence and workplace directly affects the mode choice.
Klick on the image to open the interactive view.
In order to explicitly consider the spatial nature of bicycling mobility and to relate multiple perspectives on the environment, Geographical Information Systems (GIS) are increasingly employed in bicycling research and promotion. GI systems are capable to model and digitally represent all relevant physical objects (road infrastructure, facilities, land use etc.) and moving subjects, including quantitative and qualitative attributes. Using the geographical coordinate as common denominator, all entities, together with domain-specific attribution can be related to each other. This way, additional insights and new information about the multifaceted system of bicycling mobility can be gained.
Such integrated approaches are especially beneficial in the context of bicycling, where not only rational, but also subjective (for example with regard to safety) factors, together with interests of various stakeholders need to be considered. Facing and adequately addressing this complexity is also relevant in bicycle-related research. Explicitly geo-spatial approaches leverage existing domain knowledge and contribute to better results. Representing, modeling, analyzing and visualizing different perspectives on bicycling in a spatial framework leads to new knowledge and a strong evidence-base for informed discussions, participation processes and policies.
At this year’s POLIS conference I’ll present three case studies, which proof the integrative power of geography and the contribution of GIScience to bicycling research:
Preliminary result of an agent-based bicycle flow simulation.
To strengthen active forms of mobility, it is necessary to adapt the road network in a way which allows optimal usage in spatial as well as temporal respect. The research project FamoS , started in September 2016, investigates the potential of traditional demand based traffic models (“4-step-model”) and of agent based simulation models to estimate the volume of bicycle traffic for entire cities at a maximum detailed scale level. These models are then fed into a novel planning tool, which facilitates evidence-based decisions in the process of planning and (re) organizing public space for active mobility.
The research project GISMO , started in October 2016, integrates domain-specific know-how from various disciplines, namely GIScience, sports medicine and mobility management. As part of the project, the health effects of several interventions that promote sustainable, active mobility are investigated in a clinical study. These data are then combined with spatial models and analysis routines in a comprehensive map-based information platform, where the spatial characteristics of commuting trips and expected health effects are considered in mobility recommendations on an individual level. For a brief project update see my last post here .
3. Planning a Bike Sharing System
In order to transfer existing knowledge on Bike Sharing Systems (BSS) and parameters to a specific urban setting and to provide an evidence base for decision makers, we applied a generic spatial framework to the city of Salzburg (Austria), which merges spatial analysis results, expert knowledge and feedback from citizen participation processes. With this approach the potential demand could have been estimated for any location in town. Moreover, the contribution of each station location to the entire system was spatially modeled and optimized.
The spatial framework will be published and presented at next year’s TRA conference in Vienna.
In all thress presented cases solutions emerged that would have not be possible in the respective domain silos. However, the geographical space (concepts from geography and GIScience) is an efficient facilitator for cross-domain collaboration and knowledge generation. Domains (such as health science and medicine) and applications (such as transport modeling) which are often disconnected from bicycling research and promotion are integrated on the basis of common geographical coordinates. Consequently, the complexity of bicycling mobility can be better addressed when various perspectives on bicycling and respective interdependencies are explicitly considered.
P.S.: The presentation is available on Slideshare