Commuter Cycling Research Articles

Design and implementation of a 350-watt BLDC motor driver using an Insulated Gate Bipolar Transistor (IGBT)

IGBT device was not commonly used as a BLDC motor speed controller. This paper described the successful of using IGBTs in a 350Watt BLDC motor speed controller. Triple bridge configuration with PWM (Pulse Width Modulation) wave signal for power tuning was mainly integrated as a main switching method in order to drive the current commutation cycle. Also, an efficient bootstrap IC was designated to perform as the high and low side driver. The data were measured by using a current sensor and a DC voltage sensor to measure the current and the voltage delivered from the power source. Then, IGBT device was activated based on triple bridge commutation cycle and phase based on motor hall effect sensor triggering signal. The performance was also tested by varying the duty cycle input ratio and its PWM frequency. It can conclude that the BLDC motor controller can be made by using an IGBT and added gate drivers for the IGBT. Meanwhile, to adjust the commutation cycle, a high speed processor was used to generate gate activation and PWM signal. Changing the PWM duty cycle starting from 10% to 90% by turning the setting point, observed that BLDC motor rotates successfully without load and maximum power used was 111.20 watts with 2,32 amperes current at 48 volts supply voltage.

Current and Magnetic Field of a Simplex Wave Winding in a DC Generator

The DC generator is widely used in the fields of industry motor control and energy transfer, and the simplex wave winding (SWW) is the main winding pattern of the DC generator. In this paper, a brief introduction to the structure of the SWW is presented first. Then the characteristics of the current and electromagnetic fields of the SWW are analyzed particularly in a commutation cycle and two typical concepts of the “central slot” (CS) and the “widest magnetic peak area” (WMPA) are proposed respectively. The characteristic frequency which is 63 and 21 times higher than the fundamental frequency (FF) of the voltage between two brushes is obtained and verified from 6 conditions of different speeds and currents. Furthermore, with the help of an induction coil sensor between two main poles, the characteristic frequency 84 times higher than the FF of the WMPA is also verified in 6 conditions and the results coincides with the theory well.

Active Commuting, Physical Activity, and Sedentary Behaviors in Children and Adolescents from Spain: Findings from the ANIBES Study

Active commuting (AC) has been proposed as a great opportunity to increase physical activity level (PA) in children and adolescents. The aim of the present study is to determine the associations between AC (walk and cycle commuting) and non-AC (motor vehicle commuting) with PA levels, and with AC and sedentarism in Spanish children and adolescents. A representative Spanish sample of 424 children and adolescents (38% females) was involved in the ANIBES (Anthropometry, Dietary Intake and Lifestyle in Spain) Study in 2013. Data on the levels of AC, non-AC, PA, and sedentarism were obtained using the International Physical Activity Questionnaire for adolescents. Stepwise backward univariate generalized linear and linear regression models were performed. In girls, walking was associated with playground PA, moderate PA, and moderate to vigorous PA (MVPA) (β = 0.007, p < 0.05; both β = 0.007, p < 0.01), respectively. In boys, walking was associated with all PA levels (p < 0.05); while cycling was related to moderate PA and MVPA (both β = 0.007, p < 0.05). A negative significant association was observed between AC and time spent studying without Internet use in boys (β = −0.184, p < 0.05). Commuting by walking contributes to increased daily PA in both sexes, whereas cycling was only related to moderate PA and MVPA in boys. Sedentary behaviors are not related to AC, but studying without Internet use was negatively associated with AC in boys.

Correlates of Commuter Cycling in Three Norwegian Counties

Globally, there is an increasing challenge of physical inactivity and associated diseases. Commuter cycling is an everyday physical activity with great potential to increase the health status in a population. We aimed to evaluate the association of self-reported factors and objectively measured environmental factors in residence and along commuter routes and assessed the probability of being a commuter cyclist in Norway. Our study included respondents from a web-based survey in three Norwegian counties and we used a Geographic Information Systems (GIS) to evaluate the natural and built environment. Of the 1196 respondents, 488 were classified as commuter cyclists. Self-reported factors as having access to an e-bike (OR 5.99 [CI: 3.71–9.69]), being physically active (OR 2.56 [CI: 1.42–4.60]) and good self-rated health (OR 1.92 [CI: 1.20–3.07]) increased the probability of being a cyclist, while being overweight or obese (OR 0.71 [CI: 0.54–0.94]) reduced the probability. Environmental factors, such as high population density (OR 1.49 [CI: 1.05–2.12]) increased the probability, while higher slope (trend p = 0.020), total elevation along commuter route (trend p = 0.001), and >5 km between home and work (OR 0.17 [CI: 0.13–0.23]) decreased the probability of being a cyclist. In the present study, both self-reported and environmental factors were associated with being a cyclist. With the exception of being in good health, the characteristics of cyclists in Norway, a country with a low share of cyclists, seem to be similar to countries with a higher share of cyclists. With better knowledge about characteristics of cyclists, we may design better interventions and campaigns to increase the share of commuter cyclists.

Activity-based air pollution exposure assessment: Differences between homemakers and cycling commuters.

Long-term air pollution exposure may lead to an increase in incidences and mortality rates of chronic diseases and adversely affect human health. The effects of long-term air pollution exposure have not been comprehensively studied due to the lack of human mobility data collected over a long period. In this study, we develop and apply a personal mobility model to long-term hourly air pollution concentration predictions to quantify personal long-term air pollution exposure for all individuals. We implement our model assuming mobility patterns for commuters and homemakers, and separate between weekdays and weekend. Our results show that NO2 exposure of commuters are on average slightly higher and vary less spatially as they are exposed to NO2 at multiple locations.

Commuting to school among Mexican schoolchildren and adolescents.

Active commuting (walking or cycling) is associated with benefits to health; thus, it is required to identify factors that promote it. The objective of this study was to analyze the relationship between the transport modes used by Mexican pediatric population to commute to school with sociodemographic and socioeconomic individual characteristics and public insecurity at the state level. The frequency of transport modes used by schoolchildren and adolescents to commute to school (walking, cycling, private car and public transport) were estimated using the database of the Encuesta Intercensal 2015. In an ecological analysis (i.e., states as observation units) correlations with food insecurity, urbanization level, and violent deaths statistics at state-level were obtained. The most frequent transportation mode was walking (66.2%), followed by car (16.2%) and public transportation (15.3%). Active commuting (walking or cycling) was more frequent in males, schoolchildren, low socioeconomic status, living in rural or southern areas and those who spent <15 min to commute. Passive commute was more frequent among females, adolescents, high socioeconomic status, and living in urban areas. In the more urbanized states, active transportation was less frequent, but motorized transportation was more prevalent. Public insecurity was negatively related to cycling. Maintaining or increasing active commuting among Mexican pediatric population is necessary through public policies aimed to improve physical and social environment.

Prevalence and patterns of active commuting according to socio-demographic factors in the Chilean population

Abstract English Introduction The objective of this study was to investigate levels of self-reported active commuting by socio-demographics factors in Chile. Methods This cross-sectional study was conducted in 5,157 participants (women: 59.3%, age range 15–101 years) from the Chilean National Health Survey (CNHS) 2009–2010. The Global Physical Activity Questionnaire (GPAQ v2) was utilised to measure frequency and time spent in active commuting (walking or cycling). In addition, age, sex, education, place of residence, income and occupation were used as socio-demographics factors of interest. Results 31.9% [95% Confidence Interval (CI): 29.7; 34.2] of the population reported not doing any form of active commuting, this prevalence was higher in women than men (34.0% vs. 29.7%), in older (≥65y) than younger individuals (≤24y) (44.1% vs. 24.4%), in individuals with lower education compared to higher education (38.4% vs. 28.2) and in retired individuals than in those who were employed (46.0% vs. 31.2%). Being a non-active commuter was associated with a higher prevalence of physical inactivity (OR: 11.1 [95% CI: 8.27; 14.8], p Conclusions Our findings show that prevalence and levels of active commuting differ by socio-demographic factors. In addition, our results provide evidence that commuting physical activity is an important domain that contribute to achieving the physical activity guidelines. Individuals who do not engage in active commuting presented a higher prevalence of physical inactivity.

Health impacts of active commuters’ exposure to traffic-related air pollution in Stockholm, Sweden

IntroductionAddressing walking and cycling commuters, this study aimed to measure personal exposure to traffic-related air pollution and analyze the associated health risks. MethodDiffusive NO2-samplers were worn by 19 participants as they commuted to work in rush-hour traffic in May 2018 in Stockholm, Sweden (in total 336 trips, 197 h). The average NO2-concentration per route was measured, and the health impacts were calculated based on previous epidemiological studies of the association between annual NO2-exposure and premature death. ResultThe measured average concentration per route ranged from 48 to 105 μgNO2/m3, and the average 67 μgNO2/m3 was more than five times higher than the urban background. This corresponded to an annual mean exposure of 16.4 μgNO2/m3, 40% higher than the average exposure at other times. Thus, the increased risk for premature death was 3.3%, with a range of 1.9%–4.8%, as related to assumptions regarding breathing rates and risk relationships between NO2-exposure and premature death. For active commuters in Stockholm in general, this indicated that one-fourth (23%) of the annual inhaled dose of NO2 could be attributed to commuting, and that the risk for premature death increased by 2.5% (1.4%–3.7%) due to air pollution. Note that these results were indicative rather than precise. These relationships may be applicable to active commuters in other cities. ConclusionThe results indicated that active commuting in Stockholm is associated with significant exposure to traffic-related air pollution and that this increases the risk of premature death. It is recommended that future studies consider longer time periods to assess active commuters’ personal exposure with higher precision. Policy implications include greater separation between active commuters and motor traffic, and promotion of behavioral changes in favor of emissions free vehicles and active modes of transport.

The heart rate method for estimating oxygen uptake: Analyses of reproducibility using a range of heart rates from cycle commuting.

Monitoring aerobic exercise intensities of free-living physical activities is valuable for purposes such as education and research. The heart rate (HR) method, based on the linear relation between HR and oxygen uptake (VO2), is potentially valuable for this purpose. Three prerequisites are that the method is reproducible, and valid for the specific form of physical activity executed as well as under field conditions. The aim of this study is to evaluate reproducibility of the heart rate method in the laboratory. VO2 and HR measurements were made on two different occasions during three submaximal (model 1) plus a maximal exercise intensity (model 2) on a cycle ergometer in the laboratory. 19 habitual commuter cyclists (9 males and 10 females), aged 44 ± 3 years, were measured. The reproducibility of the estimated VO2, based on three levels of HR from commuting cycling and the regression equations from test and retest were analyzed. Differences between the two models were also studied. For both models, there were no significant differences between test and retest in the constituents of the regression equations (y-intercept, slope and r-value). Neither were there any systematic differences in estimated absolute levels of VO2 between test and retest. The relative differences between test and retest, based on estimations from three different levels of HR, were 0.99 ± 11.0 (n.s.), 2.67 ± 6.48 (n.s.) and 3.57 ± 6.24% (p<0.05) for model 1, and 1.09 ± 10.6, 1.75 ± 6.43 and 2.12 ± 5.92% (all n.s.) for model 2. However, some large individual differences were seen in both models. There were no significant differences between the two models in the slopes, intercepts or r-values of the regression equations or in the estimated levels of VO2. The heart rate method shows good reproducibility on the group level in estimating oxygen consumption from HR-VO2 relations in the laboratory, and based on three levels of HR which are representative for cycle commuting. However, on the individual level, some large variations were seen.

Association of commuting mode with dyslipidemia and its components after accounting for air pollution in the working population of Beijing, China

BackgroundEvidence of the association between dyslipidemia and its components with commuting mode after adjusting for air pollution is limited. This study aimed to explore the association of dyslipidemia and its components with the modes used to commute to and from work after accounting for air pollution and other potential confounding factors.MethodsThis cross–sectional study was based on data collected from a working population of 69 functional communities in Beijing in 2016. A final sample of 8090 adults aged 18–65 years (mean age: 38.36 ± 9.75 years) was enrolled in the study. Risk estimates and their corresponding 95% confidence intervals (CIs) for the associations of dyslipidemia and its components with commuting mode were determined using multivariate logistic regression models.ResultsOf the 8090 subjects, 2419 (29.90%) met the criteria for dyslipidemia. Compared with car or taxi commuters, walking (OR 0.79, 95% CI 0.64 to 0.97), cycling (OR 0.71, 95% CI 0.58 to 0.86) and bus-riding commuters (OR 0.78, 95% CI 0.66 to 0.91) had a lower risk for dyslipidemia. Compared with car or taxi commuting, walking, cycling and bus-riding commuting were also associated with a lower risk for some components of dyslipidemia. Among the walking, cycling and bus-riding commuters, a dose-response trend of the association between dyslipidemia, some of its components and commuting mode by commuting time was also observed.ConclusionsWalking, cycling and bus-riding commuting can reduce the risk for dyslipidemia and some of its components. Education on the prevention of dyslipidemia should be emphasized among higher-risk people who usually commute by car or taxi. Population-wide health may be improved by policies that encourage active commuting, particularly cycling and walking.

Public employees in South-Western Norway using an e-bike or a regular bike for commuting - A cross-sectional comparison on sociodemographic factors, commuting frequency and commuting distance.

Large-scale analyses on the travel behavior of e-bikes are scarce, and current knowledge regarding who the e-bike owners are is inconsistent. Also, commuters represent a relevant user group with an unexploited potential. Therefore, the purpose of the present study was to examine (i) associations between type of bike (e-bike vs. regular bike) with place of residence (county), sociodemographic variables (age, sex, educational level, income and ethnicity) and habitual physical activity level, and (ii) if public employees possessing an e-bike cycle more often and longer distances to work. A cross-sectional survey was conducted in 2017 among 1977 (5.2% of eligible subjects) public employees in Southern and Western Norway. Binary and multinomial logistic regression analyses were conducted. Respondents possessing an e-bike were less likely to perform high levels of leisure time physical activity (OR 0.56 (CI 0.39-0.82)), compared to those possessing a regular bike only. For those residing in Agder, the likelihood of possessing an e-bike (vs. regular bike) was almost 4 times higher (OR 3.98 (CI 2.53-6.26)), compared with participants residing in Sogn og Fjordane. Compared with those possessing a regular bike only, e-bike users cycled more frequently to work, both occasionally (OR 3.71 (CI 2.44-5.65)) and most of the time (OR 4.28 (CI 2.79-6.55)), and they had higher odds of cycling medium distances to the workplace (OR 1.74 (CI 1.04-2.90)). In conclusion, e-bike access could result in increased commuter cycling, both in terms of cycling frequency and cycling distance, which in turn could contribute to enhanced physical activity levels.

Moderating effect of gender on the associations of perceived attributes of the neighbourhood environment and social norms on transport cycling behaviours

IntroductionCycling for transport has various health benefits. However, in Australia, commuter cycling rates are low, especially among women. Despite this, little is known about the factors that may explain why women cycle for transport less than men. This study aimed to examine whether components of the neighbourhood built environment and social norms were associated with transport cycling differently in men and women. MethodsThis cross-sectional study recruited participants from organisations with bicycle user groups in Melbourne, Australia. An online questionnaire measured participant's (n = 228) perceptions about cycling infrastructure and cycling convenience in their neighbourhood, and descriptive and injunctive norms towards cycling. Logistic regression models were run to test the main effects of gender and participant's perceptions of each of these factors on transport cycling. The moderating effect of gender was tested by adding an interaction term between gender and each of the neighbourhood built environment and social norm variables into the main effects model. ResultsResults showed that women were significantly less likely to cycle for transport, while participants who reported positive perceptions of neighbourhood cycling convenience and descriptive norms were significantly more likely to cycle for transport in the previous week. Gender moderated the association between neighbourhood cycling convenience and cycling for transport whereby the association was only significantly positive in women. ConclusionResults from this study suggest that to increase rates of transport cycling in women it may be necessary to increase the convenience of cycling in neighbourhoods for multiple purposes, such as going to the shops, running errands, or escorting children. Additionally, improving social norms towards cycling may increase rates of commuter cycling in both men and women.

Coverage of commuter and recreational cycling in major Australian newspapers

The study examined the framing of commuter and recreational cycling in Australian newspapers between 2010 and 2013. The number of newspaper articles on cycling over the study period increased by over 30% annually. The proportion of positive stories on cycling also increased from 46.2% in 2010 to 67.4% in 2012 before decreasing to 53.9% in 2013. There was a significantly higher proportion of negative stories amongst articles with a focus on cyclists (66.3%) compared to cycling (12.3%). “Cycling crashes” was the most common theme representing 38% of all published stories, followed by “cycling safety” (13.9%) and “cycling infrastructure” (13.1%). While positive coverage of cycling in major Australian newspapers seems to be on the increase, there is still a significant number of negative stories, particularly those reporting cyclist crashes. Building partnerships between cycling safety advocates and media reporters has the potential to improve the coverage of and public perception about cycling.

Estimating duration-distance relations in cycle commuting in the general population.

It is important to estimate the duration-distance relation in cycle commuting in the general population since this enables analyses of the potential for various public health outcomes. Therefore, the aim is to estimate this relation in the Swedish adult population of 2015. For that purpose, the first step was to establishit for adult male and female cycle commuters in Greater Stockholm, Sweden. Whether or not the slopes of these relations needed to be altered in order to make them representative of the general population was evaluated by comparing the levels of maximal oxygen uptake in samples of commuter cyclists and the population. The measure used was the maximal oxygen uptake divided by both the body weight and a cycle weight of 18.5 kg. The body weights in the population samples were adjusted to mirror relevant levels in 2015. Age adjustments for the duration–distance relations were calculated on the basis of the maximal oxygen uptake in the population samples aged 20–65 years. The duration-distance relations of the cycle commuters were downscaled by about 24–28% to mirror levels in the general population. The empirical formula for the distance (D, km) was based on duration (T, minutes) · speed (km/min) · a correction factor from cycle commuter to the general population · age adjustment (A, years). For the males in the general population the formula was: D = T · 20.76 km/h · 0.719 · (1.676–0.0147 · A). For females, the formula was: D = T · 16.14 km/h · 0.763 · (1.604–0.0129 · A). These formulas, combined with distributions of route distances between home and work in the population, enable realistic evaluations of the potential for different public health outcomes through cycle commuting.

Active Commuting and Multiple Health Outcomes: A Systematic Review and Meta-Analysis

Active commuting is associated with greater physical activity, but there is no consensus on the actual beneficial effects of this type of physical activity on health outcomes. To examine the association between active commuting and risk of all-cause mortality, incidence and mortality from cardiovascular diseases, cancer and diabetes through meta-analysis. A comprehensive search of MEDLINE, Embase, Google Scholar, Web of Science, The Cochrane Library, Transport Research International Documentation database, and reference lists of included articles was conducted. Only prospective cohort studies were included. Twenty-three prospective studies including 531,333 participants were included. Participants who engaged in active commuting had a significantly lower risk of all-cause mortality [relative risk (RR) 0.92, 95% CI 0.85-0.98] and cardiovascular disease incidence (RR 0.91; 95% CI 0.83-0.99). There was no association between active commuting and cardiovascular disease mortality and cancer. Participants who engaged in active commuting had a 30% reduced risk of diabetes (RR 0.70; 95% CI 0.61-0.80) in three studies after removal of an outlying study that affected the heterogeneity of the results. Subgroup analyses suggested a significant risk reduction (- 24%) of all-cause mortality (RR 0.76; 95% CI 0.63-0.94) and cancer mortality (- 25%; RR 0.75; 95% CI 0.59-0.895) among cycling commuters. People who engaged in active commuting had a significantly reduced risk of all-cause mortality, cardiovascular disease incidence and diabetes.

Associations Between Changes in Cycling and All-Cause Mortality Risk

Previous cohort studies have reported relationships of active commuting, walking, and cycling with mortality. No studies have separately examined commuter and recreational cycling and how changes in cycling are related to mortality. Prospective cohort study among individuals who were between 50 and 65years and living in Denmark at the baseline examination between 1993 and 1997. Commuter/recreational cycling and changes in cycling were investigated in analytic samples of 28,204 and 15,272 participants, respectively. Participants were asked to provide information on cycling habits and other risk factors for mortality at baseline and 5years later and were followed for risk of death until July 2013. Data were analyzed in 2018. Cycling between 1 and 60 minutes per week was associated with lower risk of all-cause mortality, with an appertaining multivariable adjusted hazard ratio of 0.76 (95% CI=0.69, 0.83) for recreational cycling and 0.78 (95% CI=0.63, 0.96) for commuter cycling when compared with no cycling. Compared with those who never cycled, the hazard ratio for those who initiated cycling was 0.78 (95% CI=0.67, 0.90) and the hazard ratio for those who consistently cycled was 0.77 (95% CI=0.71, 0.84), whereas the hazard ratio for those who stopped cycling was 0.98 (95% CI=0.87, 1.11). Initiation of, or continued engagement in, cycling late in mid-life is associated with a lower risk of all-cause mortality. It may be suggested that national and local governments prioritize resources to promote cycling.

AN ANALYSIS TO INVESTIGATE SPATIAL COGNITIVE FACTORS WHICH INFLUENCE CYCLING PATTERNS IN JOHANNESBURG

Abstract. Cycling in most African cities is done as either a mode of commuting or for recreational purposes. Apart from Smart cities encouraging a shift from cars to public transport by providing efficient last-mile connections, commuter cycling can take a significant share of end-to-end short distance trips. The ultimate realization of cycling merits by urban dwellers, (such as in Johannesburg, South Africa) is hindered by a lack of appropriate data to aid in understanding the dynamics of cycling behaviour. This paper seeks to be the first step in building a multi-model to govern the use of multi-modes of mobility in the city by initial focusing on promoting NMT usage as a mode of commuting in the city. Identification of these factors would go a long way in improving cycling uptake as well as inform policy strategies for non-motorized transportation in the city. Using an analytical approach, the authors conducted a survey along pre-known locations were cyclist choose to cycle. One route with newly developed cycling infrastructure and another without cycling infrastructure. A self-reported travel behaviour form, was used for the collection of spatial cognitive and attitudinal data on participants’ travel environment, attitude, behaviour, norm, intention, and habit was utilized to gather data to understand cyclist cognitive reasoning for choosing one path over another. The data collected from the survey was then overlaid with Strava Metro cycling data showing locations were cyclist prefer to cycle in the city. Findings from the analysis suggest perceived safe routes and routes that maximize health benefits are preferred. Based on the findings it is recommended that planners need to use crowd sourced data before developing infrastructure for cycling the city.

Network design, built and natural environments, and bicycle commuting: Evidence from British cities and towns

Rates of cycling to work vary significantly from one urban area to another but the reasons for these variations are not well understood. Existing literature highlights the importance of built environments, urban amenities, and high-quality bicycle networks in promoting cycling. However, few studies measure the respective contributions and weigh the collective magnitude of effects of these influences together. We present a multivariate model that reflects the influences of such factors for 36 cities and towns in Britain. The models reveal a complex web of forces shaping cycling to work, confirming that there is no single, silver-bullet factor even in cities with remarkably high commuter cycling. The model results highlight the importance in joining up network level interventions, for instance to reduce both route circuity and on-road stress, which are objectives often being pursued separately. The results also highlight the importance of non-transport aspects such as land use mix and landscape amenities along commuter routes, and the role of city-specific cycling culture. They also underscore the need for closer collaboration between promoters of commuter cycling and wider urban disciplines to create low-stress routes and supportive built environments in cities and their outskirts.

Why don’t more women cycle? An analysis of female and male commuter cycling mode-share in England and Wales

Women are under-represented in commuter cycling in England and Wales. Consequently, women miss out on the health benefits of active commuting over distances where walking is less practical. Similarly, where cycling could replace motorised forms of transport, society is missing out on the wider health benefits associated with reductions in air pollution, road noise and social severance. This paper uses aggregate (ecological) models to investigate the reasons behind the gender gap in cycling. The relative attractiveness of cycling in different areas is described using a set of 17 determinants of commuter cycling mode share: distance, population density, cycle paths, cycle lanes, traffic density, hilliness, temperature, sun, rain, wind, wealth, lower social status, children, green votes, bicycle performance, traffic risk and parking costs. The correlation between these determinants and census-recorded cycling mode share is examined in logit models for commuters who work 2–5 km from home. The models explain a large share of the variation in cycling levels. There are small but significant differences in the importance of individual determinants between men and women. However, the gender gap is largely explained by a differentiated response to the relative attractiveness of an area for cycling, the sum effect of all determinants. The ratio of male to female cycling rates is greatest in areas that are less attractive for cycling, whereas in the most attractive areas the ratio approaches parity. On average, women require a more conducive environment for cycling than men. Since the typical environment in England and Wales is not conducive for cycling, women are under-represented in commuter cycling rates and miss out on the health dividend. The results suggest improvements to the cycling environment may be moderated by the existing attractiveness of the environment for cycling, with improvements in less attractive areas having a smaller absolute effect on cycling rates.

Can the built environment explain gender gap in cycling? An exploration of university students' travel behavior in Toronto, Canada

ABSTRACTThe benefits of cycling as a healthier and more sustainable transportation alternative to private automobile is emphasized in both literature and policy. One key policy challenge in improving cycling rates is the significant gender gap in cycling that exists across urban regions in North America. In this study, travel behavior of >10,000 students attending four universities in Toronto, Canada, was analyzed to explore gender-based differences in cycling uptake. The mode share for cycling was higher for non-commute trips (9%) when compared to commuting trips to universities (7.6%). In addition, men had higher cycling rates than women, for both commute and non-commute trips. Results from binomial logistic regression models indicate that the built environment-related correlates were different between male and female students, and between commute and non-commute trips. Access to bicycle lanes or cycle tracks was found to increase the odds of female commuter cycling. This effect, however, was moderate in the neighborhoods with higher land use mix. Further, high-speed traffic was a significant barrier to cycling among female commuters. Noticeably, our analysis did not find major gender-based differences in the coefficients relating to travel attitudes and preferences. The findings provide a Canadian comparison to the limited international research on this topic, as well as offer new insights particularly relating to cycling for non-commute trips. The results identify potential avenues for policy intervention regarding the promotion of healthy and sustainable travel behavior among post-secondary students, and more broadly, the millennial generation.