Commuter Cycling Research Articles

Associations between Active Commuting to School and Health-Related Physical Fitness in Spanish School-Aged Children: A Cross-Sectional Study

Active commuting (walking or cycling) to school has been positively associated with improved fitness among adolescents. However, current evidence lacks information on whether this association persists in children. The aim of this study was to examine the association of active commuting to school with different fitness parameters in Spanish school-aged children. A total of 494 children (229 girls) from five primary schools in Granada and Jaén (Spain), aged between eight and 11 years, participated in this cross-sectional study. Participants completed the Assessing Levels of Physical Activity (ALPHA) fitness test battery and answered a self-reported questionnaire regarding the weekly travel mode to school. Active commuting to school was significantly associated with higher levels of speed-agility in boys (p = 0.048) and muscle strength of the lower body muscular fitness in girls (p = 0.016). However, there were no significant associations between active commuting to school and cardiorespiratory fitness and upper body muscular fitness. Our findings suggest that active commuting to school was associated with higher levels of both speed-agility and lower body muscular fitness in boys and girls, respectively. Future studies should confirm whether increasing active commuting to school increases speed-agility and muscle strength of the lower body.

What interventions increase commuter cycling? A systematic review

Objective To identify interventions that will increase commuter cycling. Setting All settings where commuter cycling might take place. Participants Adults (aged 18+) in any country. Interventions Individual, group or environmental...

Cycle commuting intention: A model based on theory of planned behaviour and social identity

Although cycling as a mode of transport can provide various important benefits to cities and their transport systems, it accounts for only a small proportion of commuter trips in southern Europe. The aim of this study was to develop a new model based on Ajzen’s (1991) theory of planned behaviour (TPB), but including social identity as an additional predictor variable to improve the explanatory capability of the TPB. We conducted a telephone survey of a representative sample of 595 non-cycle commuters in the Spanish city of Vitoria-Gasteiz, which has a moderate proportion of bicycle users (6.9%). Confirmatory factor analysis to test the model showed satisfactory overall measurement fit, and all sub-scales had high reliability and validity coefficients. The findings demonstrated the value of incorporating social identity into the TPB to capture motivational factors relevant to cycle commuting. The relationships between the factors in the model indicated that there is a strong link between identifying as ‘a cyclist’ and perceived self-efficacy with respect to cycling. Furthermore, the results suggest that a more specific measure of perceived self-efficacy, targeting concrete behaviours could be used to inform development of initiatives to promote urban cycling. Our data also revealed that, excluding control variables such as journey time, economic cost and distance, the psychosocial variables included in the model predicted 32% of the variance in car users’ intention to start commuting by bicycle.

Persuasive and engaging design of a Smartphone App for cycle commuting

This article presents results from a pilot study addressed to investigate the design of behavior change intervention using smartphones for cycle commuting. In this specific case, a smartphone app, BikeTogether, was developed to encourage and support its users to cycle home with each other over the Internet. The app employs the metaphor of a bicycle flashlight to represent closeness, leading, and following between two sides. The cycling performance can also be recorded so the users can track how they are doing over time. 10 participants were instructed and randomly paired to take a two-phases test ride on different routes. Results indicated that the app can help create the sense of being with each other while cycling and promote not only accompanied but competing ride. In addition, the outcome of the desirability towards the app implies a higher chance it will lead to a behavior change. This provides a new way of seeing, being and knowing solitude, a state that we commit to remain encouraged.

Spatial heterogeneity of the relationships between environmental characteristics and active commuting: towards a locally varying social ecological model.

BackgroundAccording to the social ecological model of health-related behaviors, it is now well accepted that environmental factors influence habitual physical activity. Most previous studies on physical activity determinants have assumed spatial homogeneity across the study area, i.e. that the association between the environment and physical activity is the same whatever the location. The main novelty of our study was to explore geographical variation in the relationships between active commuting (walking and cycling to/from work) and residential environmental characteristics.Methods4,164 adults from the ongoing Nutrinet-Santé web-cohort, residing in and around Paris, France, were studied using a geographically weighted Poisson regression (GWPR) model. Objective environmental variables, including both the built and the socio-economic characteristics around the place of residence of individuals, were assessed by GIS-based measures. Perceived environmental factors (index including safety, aesthetics, and pollution) were reported by questionnaires.ResultsOur results show that the influence of the overall neighborhood environment appeared to be more pronounced in the suburban southern part of the study area (Val-de-Marne) compared to Paris inner city, whereas more complex patterns were found elsewhere. Active commuting was positively associated with the built environment only in the southern and northeastern parts of the study area, whereas positive associations with the socio-economic environment were found only in some specific locations in the southern and northern parts of the study area. Similar local variations were observed for the perceived environmental variables.ConclusionsThese results suggest that: (i) when applied to active commuting, the social ecological conceptual framework should be locally nuanced, and (ii) local rather than global targeting of public health policies might be more efficient in promoting active commuting.

Effect of precipitation and seasonal period on the patterns of commuting to school in children and adolescents from Granada

Active commuting (walking or cycling) to school contributes to increase physical activity levels in young people. Meteorological conditions might have a remarkable influence on this behaviour. The aim is to study the impact of the rainfall and seasonality on the mode of commuting to primary school or secondary school in children and adolescents from Granada. A total of 384 students (166 children and 218 adolescents) between 8-18 years from 2 different schools (primary and secondary schools) of Granada took part in the research. Participants filled a questionnaire about their weekly pattern on the mode of commuting to school in the three seasons of the academic year. Data about the rainfall in those three weeks was obtained from the National Agency of Meteorology. The association between rainfall and seasonality with mode of commuting to school was studied by McNemar test. No significant associations were spotted between the rainfall and the seasonality with mode of commuting in children and adolescents (p>0.05) except for: a) a positive effect of rainfall in the percentage of children who usually walked to school between a rainy day and a non-rainy day in spring (p=0.031) and b) a weak effect of the seasonality on the percentage of children and adolescents who usually walk between autumn and winter (45.8% and 37.5% walk to school) and between autumn and spring (59.7% and 56%) respectively (p=0.07). The meteorological conditions do not seem to influence the mode of commuting to school in children and adolescents from Granada, which might indicate that this behavior keeps a constant pattern throughout the whole academic year.

Influence of Attitudes with Respect to Cycling on the Perception of Existing Barriers for Using this Mode of Transport for Commuting

The aim of the present research was to examine whether an individuaĺs attitude towards cycling influences his perception of barriers (perceived behavioral control) for cycle commuting. Attitudes and perceived behavioral control were measured using psychological constructs, following the Theory of Planned Behavior. Data collection for this research was conducted in a public college in a Brazilian medium-sized city. The results indicate that the respondents have a positive attitude to cycling for four aspects: environmental benefits, health benefits, economy and feeling of independence. For other eight aspects (better observing the landscape, parking, speed, prestige, effort, risk of accidents, risk of being assaulted and exposure to sun and rain) the general attitude is negative. Perceived behavioral control (barriers) was assessed in relation to six possible obstacles to cycling: lack of infrastructure, lack of safety, distance, skill, slopes and climate. The main deterrent against cycling was lack of adequate cycling infrastructure. Lack of safety (which is associated with the absence of infrastructure) and slopes are other strong obstacles for commuting by bicycle in the city. Individuals who have a negative or neutral attitude toward cycle commuting are not very different in their perception of barriers for cycling. The individuals who have a positive attitude perceive weaker barriers (they have stronger behavioral control). In contrast, a very negative attitude is associated with the perception of stronger barriers.

Associations between active commuting, body fat, and body mass index: population based, cross sectional study in the United Kingdom

Objective To determine if promotion of active modes of travel is an effective strategy for obesity prevention by assessing whether active commuting (walking or cycling for all or part of...

Measuring the Impacts of Bike-to-Work Day Events and Identifying Barriers to Increased Commuter Cycling

AbstractDespite much enthusiasm among practitioners to spur rates of bicycle commuting via promotional measures such as community rides or commuter incentive programs, there is little research regarding their impact. Using data from one such event, Bike-to-Work Day (BTWD), this paper aims to understand the following: (1) who attends BTWD; (2) the impacts of these event-based promotional strategies across different groups; and (3) lessons for increasing commuter cycling in general. The authors assess these research questions by examining motives to participate, behavior change, and influences of the event using over 1,000 surveys collected in the Denver region. Using an ordered logit model, the authors then identify significant factors for grouping cyclists’ by behavior category. The results suggest that event attendees vary widely, from those who only bicycle on BTWD to those who report year-round bicycling, while reasons for participation and impacts of participation vary across bicycling behavior groups...

Assessing the potential for bias in direct observation of adult commuter cycling and helmet use

ObjectivesBicycling and helmet surveillance, research, and programme evaluation depend on accurate measurement by direct observation, but it is unclear whether weather and other exogenous factors introduce bias into observed counts...

Commuter cycling policy in Singapore: a farecard data analytics based approach

Peak-hour week-day traffic congestion is a common challenge in urban mobility. Promotion of commuter cycling can help in alleviating this problem in many cities. This paper takes a data analytics approach to propose policies for promoting commuter cycling in Singapore. It uses farecard data to assess the commuter cycling potential and develops a data-driven approach to policy making. A spatio-temporal analysis of farecard data helps in finding patterns in the potential demand for first-mile as well as end-to-end cycling. This analysis is used to suggest policies like cycling towns to promote first-mile cycling and cycling regions to enable end-to-end cycling by linking together the cycling towns. Furthermore, an optimization model is developed to make efficient choice of cycling towns and links for a given budget so as to maximize the potential number of commuter cyclists.

Do Economic Incentives Promote Physical Activity? Evaluating the Impact of the London Congestion Charge on Active Commuting and Health

We investigate the role of economic incentives for health behaviour by estimating the impacts of the London Congestion Charge, a major transportation policy which increases the cost of car use within the central London area, on travel-related physical activity and health. Individuals living inside the charging zone are eligible for a 90% discount of the charge. Using a geographical information system (GIS), we analyse full-digit post code information to precisely identify the eligibility of the discount for survey participants in the London Travel Demand Survey 2005-2011. We employ a boundary regression-discontinuity design, and find no evidence that the financial incentive promotes active commuting (cycling and walking) or improves general health status around the border of the congestion charging zone. The result rejects the high aspirations expressed in the social epidemiology and public health literature.

Key influences on motivations for utility cycling (cycling for transport to and from places)

Although increases in cycling in Brisbane are encouraging, bicycle mode share to work (the proportion of people travelling to work by bicycle) in the state of Queensland remains low. The aim of this qualitative study was to draw upon the lived experiences of Queensland cyclists to understand the main motivators for utility cycling (cycling as a means to get to and from places) and compare motivators between utility cyclists (those who cycle for utility as well as for recreation) and non-utility cyclists (those who cycle only for recreation). For an online survey, members of a bicycle group (831 utility cyclists and 931 non-utility cyclists, aged 18-90 years) were asked to describe, unprompted, what would motivate them to engage in utility cycling (more often). Responses were coded into themes within four levels of an ecological model. Within an ecological model, built environment influences on motivation were grouped according to whether they related to appeal (safety), convenience (accessibility) or attractiveness (more amenities) and included adequate infrastructure for short trips, bikeway connectivity, end-of-trip facilities at public locations and easy and safe bicycle access to destinations outside of cities. A key social-cultural influence related to improved interactions among different road users. The built and social-cultural environments need to be more supportive of utility cycling before even current utility and non-utility cyclists will be motivated to engage (more often) in utility cycling. SO WHAT?: Additional government strategies and more and better infrastructure that support utility cycling beyond commuter cycling may encourage a utility cycling culture.

Evaluation of a workplace intervention to promote commuter cycling: A RE-AIM analysis

Evaluation of a workplace intervention to promote commuter cycling: A RE-AIM analysis

Evaluation of a workplace intervention to promote commuter cycling: A RE-AIM analysis

BackgroundOriginating from the interdisciplinary collaboration between public health and the transportation field a workplace intervention to promote commuter cycling, ‘Bike to Work: cyclists are rewarded’, was implemented. The intervention consisted of two cycling contests, an online loyalty program based on earning ‘cycling points’ and the dissemination of information through folders, newsletters, posters and a website. The study purpose was to evaluate the dissemination efforts of the program and to gain insights in whether free participation could persuade small and middle-sized companies to sign up.MethodsThe RE-AIM framework was used to guide the evaluation. Two months after the start of the intervention a questionnaire was send to 4880 employees. At the end of the intervention each company contact person (n = 12) was interviewed to obtain information on adoption, implementation and maintenance.Comparison analyses between employees aware and unaware of the program were conducted using independent-samples t-tests for quantitative data and chi-square tests for qualitative data. Difference in commuter cycling frequency was assessed using an ANOVA test. Non-parametric tests were used for the comparison analyses between the adopting and non-adopting companies.ResultsIn total seven of the twelve participating companies adopted the program and all adopting companies implemented all intervention components. No significant differences were found in the mean number of employees (p = 0.15) or in the type of business sector (p = 0.92) between adopting and non-adopting companies. Five out of seven companies had the intention to continue the program. At the individual level, a project awareness of 65% was found. Employees aware of the program had a significantly more positive attitude towards cycling and reported significantly more commuter cycling than those unaware of the program (both p < 0.001). Participation was mainly because of health and environmental considerations.ConclusionsThe results of the dissemination study are promising. The adoption and implementation rates indicate that the ‘Bike to Work: cyclists are rewarded’ program seems to be a feasible workplace intervention. At the individual level, a higher score of commuter cycling was found among the employees aware of the program. Nevertheless, more evidence regarding long term effectiveness and sustainability of the intervention is needed.

8.4.1 A Systems Perspective to Commuter Cycling in Urban Mobility

AbstractTaking a systems perspective is essential in solving complex problems such as urban mobility. Hence this paper adopts a systems approach to address the issue of commuter cycling in urban mobility. Applying systems thinking, we develop a new, simple approach to assess the potential of commuter cycling in different urban contexts. Furthermore, we use causal loop based reasoning to figure out the key policy levers. Using this knowledge we suggest effective policy interventions requiring minimal resources. We also evaluate and classify these policies based on the common constraints of budget and implementation difficulty. This paper demonstrates practical use of systems thinking to a complex ***policymaking situation. Apart from addressing the commuter cycling policies, this paper also showcases an interesting methodology for introducing systems thinking in making public policies.

Associations between active commuting and physical and mental wellbeing

ObjectiveTo examine whether a relationship exists between active commuting and physical and mental wellbeing. MethodIn 2009, cross-sectional postal questionnaire data were collected from a sample of working adults (aged 16 and over) in the Commuting and Health in Cambridge study. Travel behaviour and physical activity were ascertained using the Recent Physical Activity Questionnaire (RPAQ) and a seven-day travel-to-work recall instrument from which weekly time spent in active commuting (walking and cycling) was derived. Physical and mental wellbeing were assessed using the Medical Outcomes Study Short Form survey (SF-8). Associations were tested using multivariable linear regression. ResultsAn association was observed between physical wellbeing (PCS-8) score and time spent in active commuting after adjustment for other physical activity (adjusted regression coefficients 0.48, 0.79 and 1.21 for 30–149min/week, 150–224min/week and ≥225min/week respectively versus <30min/week, p=0.01 for trend; n=989). No such relationship was found for mental wellbeing (MCS-8) (p=0.52). ConclusionGreater time spent actively commuting is associated with higher levels of physical wellbeing. Longitudinal studies should examine the contribution of changing levels of active commuting and other forms of physical activity to overall health and wellbeing.

Economic, social and cultural transformation and the role of the bicycle in Brazil

This paper reviews the current socio-cultural and political state of cycling in Brazil and the policies and activities over recent years that have aimed to reverse its marginalisation. In particular it focuses on the city of Pelotas in the southern state of Rio Grande do Sul and the significant societal and material transformations that are causing conflict and dissonance in relation to the future role of cycling on city streets. Using a combination of empirical evidence from existing literature; a focus group with members of the cycling stakeholder forum; interviews with planning officials whilst observing cycle infrastructure; interviews with participants whilst taking part in a ‘protest’ bicycle ride (bicicletada); and on street intercept interviews with cycle commuters, this paper highlights the tensions, conflicts, aspirations and imaginaries of a city grappling with significant growth and urban transformation.

Commuter Cyclist Travel Behavior

The study reported in this paper examined commuter cyclist travel behavior specifically in response to changes in weather. An investigation into how bicyclists made their day-to-day riding decisions provided insights into the factors that guided their behavior in adverse weather. Disaggregate travel data collected from an in-depth survey were analyzed. Examination of general commuter cyclist travel behavior led to the identification of differences on the basis of riding frequency. Weather conditions were found to be a paramount factor in a commuter's riding decisions. Further survey results were analyzed to gain insight into the influence of end-of-trip facilities and to quantify whether riders who had access to such facilities were less sensitive to changes in weather. More than half of the respondents indicated that these facilities were important, in that they encouraged the respondents to ride to work when the weather was not favorable. Given the variability in day-to-day ridership, commuter riders were expected to alternate modes when faced with adverse weather. The modal shift of commuter riders was analyzed with a logistic regression model. When the model was used to predict the probability of a shift to private transport (e.g., drive alone, get a lift from someone else, use a motorcycle or motor scooter), it correctly predicted nearly 80% of the cases. The implications of the results for government policies and strategies that seek to increase commuter cycling in urban areas are discussed.

The cycling ‘dilemma’ in youth: Was recreational- or commuter cycling first?

Introduction: Cycling is associated with greater levels of health-related fitness in youth. Commuter cycling is rare in most Western societies, often stemming from parental concerns over safety. We previously postulated that recreational cycling might be a means to increase cycling competence and confidence in children and youth, leading to commuter cycling later on. The aim of this analysis was to investigate the longitudinal association between recreational and commuter cycling over a 2-yr period in English youth.