Commuter Cycling Research Articles

Walking (and cycling) to well-being: Modal and other determinants of subjective well-being during the commute

Although transportation’s impacts on physical health are relatively well-established, the relationship between transportation and subjective well-being (SWB) has been the subject of recent focus. Policymakers attempt to improve the health and well-being of populations through interventions to improve transportation experiences and promote sustainable transport modes, while researchers studying these connections seek valid and reliable measures of SWB in the travel domain. Studies consistently find travel by walking and bicycling to be rated more positively than automobile travel, yet many use single measures of travel SWB, obscuring nuanced variations between modes.Using the results of a Portland, Oregon, survey of nearly 700 commuters, this study investigates modal differences and other potential determinants of detailed, multidimensional measures of travel SWB. Specifically, the Satisfaction with Travel Scale as well as new measurement models of travel affect (distress, fear, attentiveness, and enjoyment) and travel eudaimonia (security, autonomy, confidence, and health) are examined for variations between modes. Structural equation models predicting the latent variable constructs as a function of trip and traveler characteristics yield valuable behavioral and psychological insights. Walking and bicycling rated much higher on measures of physical and mental health, confidence, positive affect, and overall hedonic well-being, suggesting significant benefits of physically active commutes. However, cycling commuters scored higher on distress and fear and lower on security, highlighting the value of multidimensional measures of travel SWB. Enhancing the quality of the traveling experience by various modes—such as making bicycling feel safer through protected infrastructure—could significantly improve commuters’ well-being.

Contextualising Safety in Numbers: a longitudinal investigation into change in cycling safety in Britain, 1991–2001 and 2001–2011

IntroductionThe ’Safety in Numbers’ (SiN) phenomenon refers to a decline of injury risk per time or distance exposed as use of a mode increases. It has been demonstrated for cycling...

Impact of Distance on Mode of Active Commuting in Chilean Children and Adolescents.

Active commuting could contribute to increasing physical activity. The objective of this study was to characterise patterns of active commuting to and from schools in children and adolescents in Chile. A total of 453 Chilean children and adolescents aged between 10 and 18 years were included in this study. Data regarding modes of commuting and commuting distance was collected using a validated questionnaire. Commuting mode was classified as active commuting (walking and/or cycling) or non-active commuting (car, motorcycle and/or bus). Commuting distance expressed in kilometres was categorised into six subgroups (0 to 0.5, 0.6 to 1, 1.1 to 2, 2.1 to 3, 3.1 to 5 and >5 km). Car commuting was the main mode for children (to school 64.9%; from school 51.2%) and adolescents (to school 50.2%; from school 24.7%). Whereas public bus commuting was the main transport used by adolescents to return from school. Only 11.0% and 24.8% of children and adolescents, respectively, walk to school. The proportion of children and adolescents who engage in active commuting was lower in those covering longer distances compared to a short distance. Adolescents walked to and from school more frequently than children. These findings show that non-active commuting was the most common mode of transport and that journey distances may influence commuting modes in children and adolescents.

Empathetic technologies: digital materiality and video ethnography

In this article, we advance recent theoretical and methodological discussions regarding the use of video techniques for generating empathetic encounters. We do so through a focus on how these techniques might be rendered in research conducted through sites of action and experience that are explicitly constituted through forms of digital materiality, whereby the digital and material are understood as relational and emergent. We argue for a processual view of digital materiality and in correspondence with this, of the research process, whereby empathetic imagining is itself understood as emergent from the research encounter. By way of example we draw on recent video ethnography research that has used GoPro and researcher-held video recording in collaboration with participants, in order to record and develop understandings of their experiences of self-tracking and cycle commuting.

Distance, Duration, and Velocity in Cycle Commuting: Analyses of Relations and Determinants of Velocity.

Background: The distance, duration, and velocity of cycling for transport purposes are used in health economic assessments, epidemiological studies, traffic modelling, and planning. It is therefore of value to determine relevant levels for them, and analyze how they relate, as well as to what extent other relevant variables may affect cycling velocities. 1661 cycle commuters (34% males) in Greater Stockholm, Sweden have been studied for that purpose. Methods: The participants were recruited with advertisements. They received questionnaires and individually adjusted maps to draw their normal cycling route. Route distances were measured by a criterion method. Age, sex, weight, height, and cycling durations to work were self-reported. The commuting routes were positioned in relation to inner urban and/or suburban–rural areas. Linear multiple regression analyses were used. Results: Cycling speeds were positively related to commuting distances or durations, being male, of younger age, having higher body weight but lower body mass index (BMI), and using the last digits 1–4 or 6–9 in duration reports (as compared to 0 and 5), as well as cycling in suburban (versus inner urban) areas. Conclusions: The study provides new knowledge about how distance and duration, as well as other factors, relate to the velocity of commuter cycling. It thereby enables the use of more appropriate input values in, for instance, health economic assessments and epidemiological health studies.

Proximity to four bikeway types and neighbourhood-level cycling mode share of male and female commuters

We studied 2011 cycling mode share at the census-tract level in Montréal and Vancouver, Canadian cities with relatively high mode shares and diverse bike infrastructure. We examined whether mode share variability, for all commuters and male and female commuters separately, was related to proximity to any bikeway, proximity to four bikeway types, slopes on routes to bikeways, or commute times. Cycling mode shares at the census-tract level varied from 0 to 20.4%. About a third of cycle commuters were female, but this proportion approached parity with males in census tracts with mode shares of 7% and higher. A one-kilometer closer proximity to any bikeway was associated with four times higher cycling mode share. Proximity to cycle tracks was associated with higher cycling mode shares in both cities. Other bikeway types did not have similar associations in the two cities, and the pattern of results suggested that the networks formed may have been more important than specific bikeway characteristics. Uphill slopes to bikeways were associated with somewhat lower mode shares in bivariate analyses but not in adjusted models. Cycle commuting was most common in neighborhoods with intermediate average commute durations: 20 to 29 minutes. Our results suggest that cycle tracks and bikeways that form a connected network are associated with higher neighborhood cycling commute mode shares. These features appeared even more important to women, and their cycling (or not) was strongly related to overall cycling mode shares.

Mundane data: The routines, contingencies and accomplishments of digital living

This article develops and mobilises the concept of ‘mundane data’ as an analytical entry point for understanding Big Data. We call for in-depth investigation of the human experiences, routines, improvisations and accomplishments which implicate digital data in the flow of the everyday. We demonstrate the value of this approach through a discussion of our ethnographic research with self-tracking cycling commuters. We argue that such investigations are crucial in informing our understandings of how digital data become meaningful in mundane contexts of everyday life for two reasons: first because there is a gap in our understanding of the contingencies and specificities through which big digital data sets are produced, and second because designers and policy makers often seek to make interventions for change in everyday contexts through the presentation of mundane data to consumers but with little understanding of how people produce, experience and engage with these data.

Examination of Clusters for Better Understanding Commuter Cyclists’ Travel Behavior: Insights from a Longitudinal Panel Survey

This study examined commuter cyclists’ travel behavior, particularly in response to changes in weather conditions and situational factors. The motivators, deterrents, and preferences of commuter cycling were also examined. To reach greater understanding of commuter cyclists’ decision making, cyclists were clustered. Disaggregated travel data were collected from a longitudinal panel survey (sample size: 355) and analyzed to identify the influence of weather conditions and situational factors on commuters’ day-to-day cycling decisions. The baseline survey (a one-off survey) provided information about the work characteristics, travel characteristics, motivational factors, and sociodemographics of the participants. Generalized estimating equations were used to compare the responses between groups on the day-to-day influences of weather conditions and situational factors. Binary logistic regression was used to predict commuters’ cycling decisions (whether or not to cycle). Commuter cyclists’ average decision (over the longitudinal survey period) was modeled with work characteristics, travel characteristics, motivational factors, and sociodemographics as explanatory variables. The results indicate that parameter estimates vary significantly between groups. Part-time commuter cyclists and commuter cyclists who do not plan their travel behavior in advance were more affected by adverse weather conditions than were the comparison groups. Situational factors were larger deterrents for part-time commuter cyclists and cyclists who traveled longer distances to work. However, off-road paths encouraged long-distance commuters to cycle more often. The paper includes a discussion on how the implications of these results can influence government policies and strategies in an effort to increase commuter cycling.

Commuting, exercise and sport: an ethnography of long-distance bike commuting

The uniqueness of this article is that it deals with long-distance bike commuting in pro-cycling Copenhagen and its environs. Informed by practice theory and sensuous studies of urban and sport practices, I discuss the ‘things and environments’, ‘meanings’ and ‘competences and biological bodies’ that typify long-distance commuter cycling. This article develops cycling literature and the ‘mobilities paradigm’ in the following ways: by outlining a practice approach to cycling; challenging the idea that commuter cycling is only for short distances; undermining the distinction between utility and sport cycling; and lastly by connecting the ‘mobilities paradigm’ with literature on active travel and sport studies.

Does bicycle network level of traffic stress (LTS) explain bicycle travel behavior? Mixed results from an Oregon case study

This paper draws on census data, mode choice, and regional household travel survey data to investigate the relationship between the varying levels of traffic stress (LTS) routes and bicycle travel behavior. Specifically, does bicycle level of traffic stress explain bicycle behavior enough to warrant its use given the limitations? Bicycle level of traffic stress is a new system of bicycle infrastructure classification for cities that cannot afford existing alternatives such as bicycle level of service which is more data-intensive. The LTS criteria lacks many of the input variables found significant in predicting both route choice and mode choice, including several that are required for its more expensive alternatives. The authors select the Salem-Keizer metropolitan area, a case study representative of the kinds of small and medium-sized communities that may prefer to use the LTS to evaluate cycling infrastructure given its lower input costs. The results validate LTS on travel behavior data from the Oregon Household Activity Survey (OHAS), but not mode choice data from the American Community Survey (ACS). These results suggest the LTS criteria may not be useful for cities looking to prioritize infrastructure improvements for specifically increasing commuter cycling. That said, results suggest the system provides a valid measure of a household's propensity to cycle. Further research on a broader cross-section of communities can clarify these mixed results.

Hampered by Hardcoreness: How Group Cycling Events Fail to Impact the Everyday Travel Behavior of Novice Cyclists

Group cycling events have become a common practice in the cycling community to encouraging every day cycling. That said, scant literature has evaluated their actual impact on changing participant travel behavior. The purpose of this research is to investigate how group and social dynamics influence cycling behavior. We survey individuals participating in a monthly group cycling event in San Luis Obispo, CA to investigate their motivations for participation and if that participation is reflective of their everyday travel behavior or if is not. We hypothesize that these kinds of events have an impact on encouraging non-regular cyclists to bicycle. We find quite the opposite, those that these events encourage participation of who, on-the-whole, already regular cycling commuters—what we define as ‘hardcore’ cyclists. This offers opportunities to rethink such programs and target them to everyday other users.

Associations between Recreational and Commuter Cycling, Changes in Cycling, and Type 2 Diabetes Risk: A Cohort Study of Danish Men and Women.

BackgroundCycling is a recreational activity and mode of commuting with substantial potential to improve public health in many countries around the world. The aim of this study was to examine prospective associations between recreational and commuter cycling, changes in cycling habits, and risk of type 2 diabetes (T2D) in Danish adults from the Diet, Cancer and Health cohort study.Methods and FindingsAt baseline from 1993 to 1997, 24,623 men and 27,890 women from Denmark, 50–65 y of age and free of T2D and other chronic diseases, underwent a number of assessments, including completing a lifestyle questionnaire also addressing cycling habits. Approximately 5 y later, at a second examination, participants completed a new, updated lifestyle questionnaire. Cox regression was used to estimate hazard ratios (HRs) of incident T2D registered in the Danish National Diabetes Registry, according to recreational and commuter cycling and changes in cycling habits, with adjustment for a priori known T2D risk factors. During 743,245.4 person-years of follow-up (mean follow-up 14.2 y), 6,779 incident cases of T2D were documented. Multivariable adjusted HRs (95% confidence interval [CI]) were 1, 0.87 (0.82, 0.93), 0.83 (0.77, 0.89), 0.80 (0.74, 0.86) and 0.80 (0.74, 0.87) (p for trend = <0.001) for 0, 1–60, 61–150, 151–300, and >300 min/wk of total cycling (recreational and commuter cycling), respectively. In analysis of seasonal cycling, multivariable adjusted HRs (95% CI) were 1, 0.88 (0.83, 0.94), and 0.80 (0.76, 0.85) for non-cyclists, seasonal cyclists (those cycling only in summer or winter), and those cycling during both summer and winter, respectively. How changes in total cycling from baseline to the second examination affected risk was also investigated, and multivariable adjusted HRs (95% CI) were 1, 0.88 (0.78, 1.01), 0.80 (0.69, 0.91), and 0.71 (0.65, 0.77) for non-cyclists and for those who ceased, initiated, or continued cycling between baseline and the second examination, respectively. Lastly, in the analysis of commuter cycling, multivariable HRs (95% CI) were 1, 0.72 (0.60, 0.87), 0.83 (0.69, 1.00), and 0.70 (0.57, 0.85) (p for trend = <0.001) for cycling 0, 1–60, 61–150, and >150 min/wk to work, respectively. The main limitation of the current study is the use of self-reported physical activity.ConclusionsCommuter and recreational cycling was consistently associated with lower risk of T2D in Danish adults. Our results also provide evidence that late-in-life initiation of or continued engagement in cycling lowers risk of T2D.

Cycling and Diabetes Prevention: Practice-Based Evidence for Public Health Action.

Panter and Ogilvie describe findings that link recreational and commuter cycling with reduced incidence of diabetes.

Longitudinal associations of active commuting with body mass index

ObjectiveTo investigate the longitudinal associations between active commuting (walking and cycling to work) and body mass index (BMI). MethodWe used self-reported data on height, weight and active commuting from the Commuting and Health in Cambridge study (2009 to 2012; n=809). We used linear regression to test the associations between: a) maintenance of active commuting over one year and BMI at the end of that year; and b) change in weekly time spent in active commuting and change in BMI over one year. ResultsAfter adjusting for sociodemographic variables, other physical activity, physical wellbeing and maintenance of walking, those who maintained cycle commuting reported a lower BMI on average at one year follow-up (1.14kg/m2, 95% CI: 0.30 to 1.98, n=579) than those who never cycled to work. No significant association remained after adjustment for baseline BMI. No significant associations were observed for maintenance of walking. An increase in walking was associated with a reduction in BMI (0.32kg/m2, 95% CI: 0.03 to 0.62, n=651, after adjustment for co-variates and baseline BMI) only when restricting the analysis to those who did not move. No other significant associations between changes in weekly time spent walking or cycling on the commute and changes in BMI were observed. ConclusionsThis work provides further evidence of the contribution of active commuting, particularly cycling, to preventing weight gain or facilitating weight loss. The findings may be valuable for employees choosing how to commute and engaging employers in the promotion of active travel.

Changes to commute mode: The role of life events, spatial context and environmental attitude

It has been suggested that commuting behaviours become habitual and that changes to commute mode are more likely at the time of major life events. However, evidence to support this has so far been limited to analyses of small-scale samples. To address this evidence gap, we use two waves of panel data from the UK Household Longitudinal Study (2009/10 and 2010/11) to identify and explain the prevalence of individual change in commute mode from year to year amongst a representative sample of the English working population (n=15,200). One third of those that cycle or get the bus to work, and one quarter of those that walk to work, are shown to change commuting mode by the following year. Car commuting is more stable, with only one in ten car commuters changing mode by the following year. Commute mode changes are found to be primarily driven by alterations to the distance to work which occur in association with changing job or moving home. Switching to non-car commuting becomes much more likely (9.2 times) as the distance to work drops below three miles. High quality public transport links to employment centres are shown to encourage switches away from car commuting and mixed land uses are shown to encourage switches to active commuting (walking and cycling). Switches away from car commuting are found to be more likely (1.3 times) for those with a pro-environmental attitude. The attitude orientation is shown to precede the behaviour change, demonstrating evidence of ‘cause and effect’. Overall, the study shows that changes in commuting behaviour are strongly influenced by life events, spatial context and environmental attitude.

An investigation of behaviour and attitudes relevant to the user safety of pedestrian/cyclist shared paths

Bicycle/pedestrian shared paths are an increasingly popular solution to providing cycling infrastructure, despite evidence suggesting safety issues. Improved design and management of shared paths should be informed by understanding of bicyclist and pedestrian behaviour on shared paths, and of relevant safety initiatives (e.g. centreline marking). However, relevant research is lacking. Bicyclist/pedestrian passing events (n=407) were observed on three relatively busy shared paths in Sydney, Australia – one of them without centreline marking. User characteristics, relevant behaviours and incidents (aggression, near-misses, crashes) were recorded. A tendency toward left-hand travel, as on Australian roads, was stronger for cyclists than for pedestrians, and where centreline was present. Cyclists were often estimated to travel above 10km/h, a speed limit that has been suggested based on pedestrian safety considerations, but that would be unacceptable for long stretches of commuter cycling. Centreline was associated with lower estimated speeds. Cyclists typically adhered to their responsibility of giving way to pedestrians, but often passed on the left, passed too close, passed without slowing, or passed without warning (e.g. with a bell). Use of mobile telephones and mp3 players is common, particularly amongst pedestrians. Five near collisions were observed, and 53 survey participants reported 2 collisions and 13 near misses. Contributing factors appear to include path users using potentially distracting devices, or straying from the rules of thumb to keep to the left, and to overtake on the right.A survey of cyclists and pedestrians suggested that there are issues with perceptions of space ownership. These results represent an important contribution to the evidence-base for initiatives to improve the safety of shared paths.

The Influence of Urban Land-Use and Public Transport Facilities on Active Commuting in Wellington, New Zealand: Active Transport Forecasting Using the WILUTE Model

Physical activity has numerous physical and mental health benefits, and active commuting (walking or cycling to work) can help meet physical activity recommendations. This study investigated socioeconomic differences in active commuting, and assessed the impact of urban land-use and public transport policies on active commuting in the Wellington region in New Zealand. We combined data from the New Zealand Household Travel Survey and GIS data on land-use and public transport facilities with the Wellington Integrated Land-Use, Transportation and Environment (WILUTE) model, and forecasted changes in active commuter trips associated with changes in the built environment. Results indicated high income individuals were more likely to commute actively than individuals on low income. Several land-use and transportation factors were associated with active commuting and results from the modelling showed a potential increase in active commuting following an increase in bus frequency and parking fees. In conclusion, regional level policies stimulating environmental factors that directly or indirectly affect active commuting may be a promising strategy to increase population level physical activity. Access to, and frequency of, public transport in the neighbourhood can act as a facilitator for a more active lifestyle among its residents without negatively affecting disadvantaged groups.

Longitudinal associations of active commuting with wellbeing and sickness absence

ObjectiveOur aim was to explore longitudinal associations of active commuting (cycling to work and walking to work) with physical wellbeing (PCS-8), mental wellbeing (MCS-8) and sickness absence. MethodWe used data from the Commuting and Health in Cambridge study (2009 to 2012; n=801) to test associations between: a) maintenance of cycling (or walking) to work over a one year period and indices of wellbeing at the end of that one year period; and b) associations between change in cycling (or walking) to work and change in indices of wellbeing. Linear regression was used for testing associations with PCS-8 and MCS-8, and negative binomial regression for sickness absence. ResultsAfter adjusting for sociodemographic variables, physical activity and physical limitation, those who maintained cycle commuting reported lower sickness absence (0.46, 95% CI: 0.14–0.80; equivalent to one less day per year) and higher MCS-8 scores (1.50, 0.10–2.10) than those who did not cycle to work. The association for sickness absence persisted after adjustment for baseline sickness absence. No significant associations were observed for PCS-8. Associations between change in cycle commuting and change in indices of wellbeing were not significant. No significant associations were observed for walking. ConclusionsThis work provides some evidence of the value of cycle commuting in improving or maintaining the health and wellbeing of adults of working age. This may be important in engaging employers in the promotion of active travel and communicating the benefits of active travel to employees.

Challenges for sport development: Women's entry level cycling participation

Sport participation is an issue of relevance to sport managers, yet it is an often-neglected area of sport management research. Cycling is a particularly complex form of participation to examine given its many formats, including sport, recreational and commuter cycling, and the multifaceted nature of the cycling landscape involving a broad range of stakeholders. In Australia, women are underrepresented in cycling participation and membership (Australian Bureau of Statistics, 2012; Cycling Australia, 2014), yet women show an interest in cycling training courses. The present paper explores motivations, supports and constraints reported by a group of entry-level female cyclists who participated in a training programme accredited by AustCycle, an initiative led by Cycling Australia. We draw on a health and sport development driven framework, informed by social ecological theory (Rowe et al., 2013), and suited to examining the issue of women's cycling participation in Australia. Results show that a range of individual characteristics, and factors within the social and physical environment, were perceived by study participants as barriers to participation. Of these, skill level, confidence, traffic/road conditions, and social support networks held particular relevance. Participants also discussed specific cycling barriers and supports of relevance to certain forms of cycling. Preliminary insights into perceptions held by a group of entry-level female cyclists highlight overlaps between cycling formats and indicate that conceptual advancements in the development of sport, and development through sport could be collectively considered in the context of women's cycling participation. Further research opportunities were also identified.

Effectiveness and implementation of interventions to increase commuter cycling to school: a quasi-experimental study

BackgroundActive transportation to school has been positively associated with various health parameters whereas only sparse evidence exists on risk of injury while commuting to school. This study investigated the overall effectiveness of cycling promotion combined with structural changes on cycling to school.MethodsInterventions at public schools in three different regions in Denmark were based on planned infrastructural changes near schools (e.g. road surface and traffic regulation) and school-motivation for promoting commuter cycling. Participants were pupils from control schools (n = 12) or intervention schools (n = 13). All children (n = 2415) from the 4th and 5th grade were measured at baseline during spring 2010 and at follow-up one year later.ResultsNo significant differences in commuter cycling were detected in the adjusted analyses comparing the intervention with the control group neither when assessed as changes in short term (beta: 0.15 trips/week, p = 0.463) nor when assessed as changes in long term school cycling (beta: −0.02 units, p = 0.485). No differences were observed neither in the incidence of traffic injuries nor in the characteristics of injuries when comparing the control group and the intervention group. Approximately 50 % of all traffic injuries occurred during school transport with most injuries categorized as solo injuries. The only significant predictor of future traffic injuries was previous school transport injuries.ConclusionThis multifaceted school cycling promotion programme did not affect school cycling behaviour or the health parameters assessed. Implementation issues relevant in the planning of future school cycling interventions are discussed in the article. The one year incidence of being involved in a traffic injury was approximately 25 % with almost 50 % of all traffic injuries occurred during school transport. Previous school transport injury predicted future school traffic injuries.Electronic supplementary materialThe online version of this article (doi:10.1186/s12889-015-2536-1) contains supplementary material, which is available to authorized users.