Pacemaking the Modern City: The Urban Politics of Speed and Slowness

Hubbard, Phil; Lilley, Keith

doi:10.1068/d338t

Cited by 42 publications

(35 citation statements)

References 14 publications

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“…To do this we can build upon conceptions of movement that revolve around a body of work known as 'the politics of mobility'. This has developed and mutated through a number of studies and through various different examples such as refugee migration (Hyndman, 2000;Hyndman, 1999), the movements of tramps, hobos and the homeless (Cloke et al, 2003;Cresswell, 2001b), women (McDowell, 1999;Silvey, 2004), through transport technologies (Hubbard & Lilley, 2004;Law, 1999;Merriman, 2004), and urban infrastructural networks (Graham & Marvin, 2001).…”

Section: Everything Is Not Mobile: Relations Difference and The Polimentioning

confidence: 98%

If Mobility is Everything Then it is Nothing: Towards a Relational Politics of (Im)mobilities

2006

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This paper is concerned with conceptions of mobility and immobility. Although I argue that practically everything is mobile, for mobility to be analytically useful as a term we must focus on the contingent relations between movements. Building upon theories of mobility from geography, sociology, cultural studies and, in particular, Urry's 'mobility/moorings dialectic', the paper draws these ideas out using examples from the airport terminal.

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Section: Everything Is Not Mobile: Relations Difference and The Polimentioning

confidence: 98%

If Mobility is Everything Then it is Nothing: Towards a Relational Politics of (Im)mobilities

2006

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“…Echoing Urry's (2000) 'mobilities/moorings' dialectic, research within social and cultural geography on mobilities and everyday life has increasingly been interested in exploring the complex relations between differential experiences of mobility. These debates are broadly framed around discourses of pace (Hubbard and Lilley 2004); the relational politics of speed and slowness; and the emergent experiences of mobility and immobility that these relations effect (Adey 2006). These relations can occur at a range of scales, yet each is underlined by the contention that the speed of some is premised on the slowness of others.…”

Section: Introductionmentioning

confidence: 99%

Conceptualising differently-mobile passengers: geographies of everyday encumbrance in the railway station

Bissell

2009

Social & Cultural Geography

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This paper develops ideas of differential mobility at the scale of the 'everyday' by investigating some of the complex relationships between mobility and immobility; facilitation and encumbrance when moving through railway stations. Drawing on in-depth qualitative research with rail passengers in Britain, the first section explores the entangled relationship between differently-mobile bodies and the station by considering some of the tensions that emerge between experiences of encumbrance and facilitation. Focus here is on how navigating through the station with different mobile objects, or 'prostheses', impacts on passengers in a variety of ways. Drawing on insights from science, technology and society studies, it demonstrates how moving with different objects gives rise to fluid apprehensions of both mobile objects and the built form of the station itself. However, and importantly, this section suggests that this fluidity also has the capacity to disrupt the intended affective dimensions of the built form. The second section explores how differently-mobile passengers move through the station with these mobile objects. Drawing on de Certeau's notion of 'tactics' and Ingold's idea of the 'taskscape', this section pulls out some of the practical knowledges that, through repetition, develop into skills and techniques for moving. In doing so, this paper seeks to illuminate some of the complex relationships between mobility, prosthetics, encumbrance and affectivity that emerge when moving through the railway station.

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“…This requires better maintenance of pavements, increased separation of pedestrians from road traffic (including bicycles), and restrictions on the volume, speed, noise and emissions of road vehicles so that walking can become a dominant mode of movement in urban areas. Clearly, such provision must also avoid the mistakes of past schemes that too often created segregated pedestrian spaces that were unattractive and sometimes perceived as dangerous (Hubbard andLilley 2004, Pooley et.al. 2010).…”

Section: Concluding Discussionmentioning

confidence: 99%

‘You feel unusual walking’: The invisible presence of walking in four English cities

Pooley

Horton

Scheldeman

et al. 2014

Journal of Transport & Health

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Walking is widely recognised as good for health and for the environment, yet many short journeys in urban areas continue to be undertaken by car. This paper draws on research from a large multimethod project to analyse the factors that limit walking for everyday travel. It is argued that although most people see walking in a positive light, and almost everyone walks on some occasions, as an activity it remains barely visible within society, and is rarely recognised in the planning of urban infrastructure. Our research shows that under current urban conditions constraints imposed by family and life-style factors, perceptions of safety and convenience, and expectations about what means of everyday travel are normal severely restrict levels of walking for many people. We argue that while low levels of walking for particular purposes, especially leisure and health, are common and expected, walking is rarely seen as a visible or viable form of everyday transport. To step outside of these norms of expectation by walking more is constructed as unusual behaviour, and the fact that a substantial amount of walking does take place on urban streets is barely acknowledged. We argue that there is need to recognise fully the walking that exists, and to plan more effectively to accommodate pedestrians so that walking is perceived as an expected way of moving around urban areas. Highlights: Many people are discouraged from walking for everyday journeys because of concerns about safety and lack of time due to other commitments. However, a major factor is the lack of visibility of walking in the urban environment and the extent to which walking for everyday journeys is viewed as abnormal. The paper argues that the needs of pedestrians should be more fully incorporated into urban planning, thus making it easier for people to realise the health benefits to be gained from walking regularly for everyday travel. 3Key words: Walking; normality; risk; family; travel; planning; health Total word length: 6796 (including abstract, highlights, boxes and references)

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Pacemaking the Modern City: The Urban Politics of Speed and Slowness

Cited by 42 publications

References 14 publications

If Mobility is Everything Then it is Nothing: Towards a Relational Politics of (Im)mobilities

If Mobility is Everything Then it is Nothing: Towards a Relational Politics of (Im)mobilities

Conceptualising differently-mobile passengers: geographies of everyday encumbrance in the railway station

‘You feel unusual walking’: The invisible presence of walking in four English cities

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