Knowledge about how marginalised citizens use urban spaces is hard to access and apply in urban planning and policy. Based on current debates around “smart cities” and “smart governance,” the City of ...Odense, in Denmark, has tested the integration of “smart engagement” by means of GPS-tracking techniques into the municipality’s cross-sectoral strategy for an “inclusive city.” In a period of austerity, cities have the incentive to optimise public services. Hence, GPS-tracking data was produced by 64 marginalised citizens, resulting in a data inventory covering three weeks of spatial behaviour. First, this article shows how these GPS-tracking data were processed into maps without revealing person-sensitive spatial patterns. Secondly, the article explores whether such maps and the GPS-tracking techniques that underpin them are considered valid, relevant, and applicable to urban planning from the perspectives of marginalised citizens, their representatives, and municipal planners and professionals respectively. The GPS project showed shortcomings as regards the quality of the data inventory and the representativity of the mapped behaviour, which made them inapplicable for optimising dedicated public service. However, the article also finds that the GPS-based maps succeeded in being non-person sensitive and in providing a valuable platform for citizen-centric dialogues with marginalised citizens with the potential for raising awareness and increasing knowledge about this citizen group’s living conditions and urban lives. An important derived effect of the project is that it has ensured ongoing cross-sectoral collaboration among a range of professional stakeholders, imperative for ensuring creating greater equity in urban planning.
Public participation geographic information system (PPGIS) is a facilitated Volunteered Geographic Information approach and data collection method that aims to capture the spatial experiences of ...individuals. Although we experience the space around us three-dimensionally, altitude, as the third dimension, has been often absent from PPGIS research and practice. This is largely because of the complexity of implementing surveys in 3D but can also be attributed to a lack of analytical preparedness for using such data. This study complements 3D PPGIS data collected from a pilot study of the Aninkainen block in Turku, Finland with synthetic, i.e. artificially manufactured, data to propose an analytical framework for the study of 3D PPGIS data. The analytical framework divides methods based on the geographical scale into two groups: micro- and macro-scale analysis. In this framework, we propose the use of geospatial metrics to analyze 3D PPGIS data. We argue that while this multidisciplinary area of research is in its infancy, use of intuitive 3D adapted geometric and landscape metrics can help overcome some of complexities associated with use of this emerging participatory data. We conclude by outlining the limitations and envisioning areas for future research.
Mapping bicyclists’ experiences in Copenhagen Snizek, Bernhard; Sick Nielsen, Thomas Alexander; Skov-Petersen, Hans
Journal of transport geography,
06/2013, Letnik:
30
Journal Article
Recenzirano
► Data about bikers’ experiences along their route within Copenhagen was collected. ► The collected experience points were related to urban features and route attributes. ► Positive experiences were ...connected to bike infrastructure and attractive nature environments. ► Negative experiences were connected to closeness to retail units, bus stops and traffic densities.
This paper presents an approach to the collection, mapping, and analysis of cyclists’ experiences. By spatially relating located experiences to the availability of bicycle facilities and other aspects of the urban environment, their influence on cyclists’ experiences can be analysed. 398 cyclists responded and sketched their most recent cycle route and a total of 890 points to locations along the route where they had had positive and negative cycling experiences. The survey was implemented as an online questionnaire built on Google Maps, and allowed up to three positive and three negative experience points to be mapped and classified.
By relating the characteristics of the experience points and the routes to the traversed urban area in general, the significance of the preconditions for obtaining positive or negative experiences could be evaluated. Thereby urban spaces can be mapped according to the potential promotion of positive or negative experiences. Further, the method might be applied to assess the effect of proposed changes to the urban design in terms of cyclists’ experiences.
Statistical analysis of the location attributes, traffic environments and conflicts, bicycle facilities, urban density, centrality, and environmental amenities indicates that positive experiences, or the absence of negative experiences, are clearly related to the presence of en-route cycling facilities, and attractive nature environments within a short distance of large water bodies or green edges along the route.
The objective of the present study is to investigate the effects of improvements made to two large, interconnected bicycle infrastructure in the western suburbs of Copenhagen, Denmark, on bicycle ...volumes and mode share, and cyclists' behaviour, perceptions, and experiences.
Effects are assessed by analysing data from automatic counting stations during 35months to measure the changes in bicycle volumes on the investigated routes. Furthermore, a questionnaire survey repeated three times – before, and one and two years after opening the improved routes - is used. Findings are supported by a control survey at a nearby facility, which was not influenced by the infrastructure improvements.
The investments related to the two investigated cases of infrastructure improvements resulted in a significant increase in the volume of bicyclist two years after the improvements. On one of the routes, the “Albertslund Route”, on weekdays during the rush hour in daylight, an increase from 126 to 203bicyclists/h was recorded, whereas an increase from 24 to 32bicyclists/h was recorded at “Vestvolden” for the same period. Most of the increase could be attributed to relocation of bicyclists from other routes. Induced cycling trips – trips that were not previously made by bicycle - were estimated to account for only 4–5% of the bicyclists two years after improvements. Bicyclists using the improved route express an increase in satisfaction with the quality of the facilities, which is significantly higher than at the control site.
Data from the counting stations provides useful information if measured over a long period. This is necessary to correct for factors such as climate effects and temporal variation. Investments in cycle infrastructure in the investigated case led to a higher number of bicyclists who were mainly relocated from other routes. A minor increase in the modal share of cyclists was observed two years after the infrastructure improvements. Furthermore, the investments resulted in a higher degree of satisfaction among active bicyclists. If measured over a longer period, this could lead to a higher modal share due to a potential social advertising effect.
•Effects of upgrading bicycle infrastructure in the Copenhagen, Denmark were assessed.•Volumes and mode share, and cyclists' behaviour, perceptions, and experiences were assessed.•Combination of counting stations and questionnaire surveys were applied over three years.•A maximum gain (pre/post improvements) of 74% cyclists/h was recorded during dark rush hours.•A modest 4–6% of the added number of cyclists was due to a modal shifts in favor of cycling.
The present paper addresses the timely need, across research and practice, to ask: how do we plan sustainable and healthier cities in a synergetic way for everyday life? Currently, urban dwellers are ...facing significant health challenges, especially physical inactivity. There is increasing awareness of the need to initiate active living strategies for urban dwellers to confront this challenge. Active mobility—walking and cycling—is the core of active living strategies and is promoted as both a type of physical activity and a mode of transport. However, uptake of active mobility faces many barriers, including lack of motivation and longer travel times. This paper unfolds the potential of green spaces as Third Places that can potentially counteract the challenges and in return, deliver double-layered health benefits. The sensory experiences provided by urban green spaces and associated health benefits have been largely investigated; yet, little is focused on how these experiences can be integrated as a part of daily living activities. This paper gives voice to everyday practice and discusses how these experiences can be utilized as planned motivations for the use of active mobility. This paper aims to contribute to the knowledge for future research and practice, and bring forward an open debate about healthier cities, which can bridge all related professions across urban sectors.
•Analysis of urban form correlates of cycling in a large Danish micro dataset.•Established ‘walkability’ factors are important in explaining cycling.•Regional location, spatial scale, and access to ...public transportation also contribute.•Trade-offs between probability of cycling and daily cycling distance are found.
The paper analyses the environmental correlates of cycling based on Danish transportation and urban form micro-data. The results show that established walkability factors such as density, connectivity and diversity are related to cycling, but access to retail concentrations/centres, public transportation level-of-service, as well as competition between walking and cycling depending on environmental features can be added. Attractive conditions for using public transportation or walking are related to less cycling. The findings quantify the effects of urban form on the probability of cycling and the distance cycled. A high probability of cycling generally implies short cycling distances leading to non-uniform, non-monotonous relationship between environmental indicators such as walkability and cycling.
Children and young people's right to participate in decisions affecting their lives has received considerable attention in recent years; however, there is no fixed definition of what their ...involvement means in practice and there is no consensus regarding how to determine the level of involvement. The purpose of this study was to quantitatively investigate the involvement of vulnerable young people in their own case processing. Based on quantitative measures of young people's relationships to their caseworkers, how well informed they feel and how much influence they seem to have, we analysed how involved young people feel in their own case processing and we show significant differences in involvement using a combination of survey and administrative data. We found considerable co‐existence of poor well‐being and poor involvement. By sampling a large proportion of the total group, and by receiving answers from 2334 young people, corresponding to one in five of all vulnerable young people in either out‐of‐home care or receiving in‐home preventive care, we are able to show significant differences in involvement. Consequently, we argue that questionnaire‐based surveys can help nuance the understanding of involvement challenges.
Little is known about the rates of establishment and clonal spread of invasive plants on a landscape scale. This knowledge is necessary for reconstructing and predicting invasions, for example of the ...alien shrub
Rosa rugosa. A series of aerial photographs (1986, 1999, 2002, 2004, 2006) were used to map the species in coastal dunes of north-western Denmark (2354
ha), and all
R. rugosa patches (1321) were recorded with GPS in 2004 and 2007. The 2004 records were used to digitize 82–161 distinct patches on the photographs. The increase in patch sizes from the older to the younger photographs was used to calculate a lateral clonal spread rate (0.42
m
year
−1). Relative area increment by clonal spread was 16.4% per year, decreasing exponentially with patch size due to constant clonal lateral spread. Based on the lateral spread rate, recursive negative buffers were introduced to determine when each patch became established. Applying the clonal spread rate to current patches allowed to quantify future distribution patterns.
R. rugosa invaded the study area after 1949, and most patches established after 1989. For 1986–2004, the establishment rate was estimated as 0.02
patches
ha
−1
year
−1. In 2004, the species had invaded 0.33% of the study area. If only clonal spread of existing patches is considered and assuming current environmental conditions and no management, the species will cover 3.9% by 2034. When including establishment of new patches, cover will increase to 9.5% in 2034. The advantages and limitations of the suggested extrapolation model are discussed.
Geodesign provides a conceptual framework through which to understand relationships between geoscience and design. This paper takes its point of departure from the merger of the Departments of ...Geography and Geology and Forest, Landscape and Planning at the University of Copenhagen, and the subsequent approach taken to Geodesign as a means to realise potentials within the new academic structure. The aim is to address specifically how an on-going process of transforming the Landscape Architecture program has begun to integrate GIScience in a new way that fosters integration within and between disciplines. The approach to Geodesign will therefore be discussed in terms of cross-disciplinary dialogue and curriculum development. Emphasis will be placed on the results of the Geodesign Conference held at UCPH in November 2014 at which practitioners and academics came together to present extensive experiences and understandings of Geodesign. The conference was also the forum for discussion of the challenges and opportunities offered by Geodesign in the context of teaching.
PDF
