Commuter Cycling Research Articles

Associations between a walkability index and bicycle use in Denmark

Introduction: Evidence for a positive correlation between physical activity and health has been around for some years, yet still up to 30% of the world's population are physically inactive (from 17–50% across countries) Commuter cycling has the potential to meet the physical activity recommendations of 30–60min/day, and important health benefits can accrue from regular commuting cycling. Studies have shown a positive correlation between walkability attributes of neighborhood environments (street connectivity, land use mix, residential density, retail floor area ratio) and cycling.

Sensory indiscipline and affect: a study of commuter cycling

The senses act as the interface between self and environment, but in a western context powerful multisensory stimulation is increasingly constructed as marginal, deviant or in need of management/commodification. This paper brings together work on the sensory with ideas around affective intensity to explore the regulation of the individual through the senses. The notion of sensory discipline is developed through an examination of everyday commuter cycling. Based on innovative, mobile audio diaries, the intensities of sensory stimulation for the cycling body are explored. The paper concludes that commuter cycling enacts a minor resistance towards efforts to reduce the intensities of everyday affective landscapes. In turn, this resistance suggests just how pervasive sensory discipline has now become.

OP34 Inequities in Bicycle Usage: Socio-Demographic Predictors of Uptake and Usage of a Public Bicycle Sharing Scheme in London, UK

BackgroundCycling confers individual and population-level health benefits. Increasing numbers of cities are therefore introducing public bicycle sharing schemes, with London’s Barclays Cycle Hire (BCH) scheme introduced in July 2010. Yet...

A naturalistic study of commuter cyclists in the greater Stockholm area

Few naturalistic studies have been carried out with commuter cyclists to discover the types of problems they encounter on a daily basis. The study presented here has been commissioned by the City of Stockholm municipality and focuses specifically on commuter cyclists in the Greater Stockholm area. The aim of the study was to describe and pinpoint accessibility and safety problems, but also to generate an accessible geographical interface that could serve as a traffic planning tool for cycle network improvement. Statistical surveys in the Stockholm area have shown a rapid growth in the number of cyclists as well as an increase in problems associated with an overburdened cycle infrastructure. Given the heightened emphasis on transport system sustainability, the City of Stockholm is faced with the challenging task of trying to maintain and encourage the upward trend in commuter cycling through a process that involves problem identification, classification, prioritisation and resolution. An innovative methodology involving the use of GPS logging devices and small video cameras was developed and supported with analysis software designed specifically for the purposes of this study. Experienced commuter cyclists were recruited to cycle 17 different major cycle routes to and from the suburbs and inner city area during morning and afternoon peak traffic hours during the main cycle season. Over 500 safety and accessibility/mobility problems were identified and recorded from the data collected from 16 commuter cyclists. The method and representation of data proved successful for strategic traffic planning work at City of Stockholm and has since provided invaluable input for and the development of a new cycle plan for Greater Stockholm. Indirectly, the results of this work have also contributed to longer term safety and environmental targets.

Recreational Cycling and Cardiorespiratory Fitness in English Youth

Schoolchildren who cycle to school have higher cardiorespiratory fitness (CRF) than those who are driven or use public transport. The purpose of this study was to determine whether recreational cycling is similarly associated with CRF. Participants were 5578 (54% males) English schoolchildren (10.0-15.9 yr). All reported frequency of recreational cycling events via 7-d recall. Responses were categorized as follows: "noncyclists" = 0, "occasional cyclists" = 1-4, or "regular cyclists" = 5+ (times per week). CRF was assessed using the 20-m shuttle run test with performance classified as "fit" or "unfit" based on FITNESSGRAM standards. Overall, 26% of males and 46% of females were noncyclists. Compared with noncyclists, the 40% of males and 42% of females classified as occasional cyclists were more likely to be fit (males: odds ratio (OR) = 1.30, 95% confidence interval (CI) = 1.07-1.59; females: OR = 1.41, 95% CI = 1.13-1.76). Regular cyclists (34% males and 12% females) had a greater likelihood still of being classified as fit (males: OR = 1.58, 95% CI = 1.29-1.95; females: OR = 1.55, 95% CI = 1.09-2.20). No odds remained significant after adjusting for physical activity. Removal of participants who cycled to school had little overall effect on the likelihood of being classified as being fit. Previous research has focused only on young people's commuter cycling habits, at the expense of the more common activity of recreational cycling. Recreational cycling may provide an alternative target for interventions to increase physical activity and improve CRF youth. Recreational cycling could potentially serve as a way to gain cycling confidence and establish habits that act as precursors to commuter cycling.

Active Commuting to School Among Adolescents in Ho Chi Minh City, Vietnam: Change and Predictors in a Longitudinal Study, 2004 to 2009

Active commuting (walking or cycling) to/from school is an important part of the overall physical activity levels of children but is on the decline in many countries. Data for adolescents on mode of transportation to and from school are limited for low- and middle-income countries, including Vietnam. This paper aims to describe the changes in the prevalence of active commuting to and from school, and to examine prospectively the predictors of active commuting, among adolescents from Ho Chi Minh City (HCMC). The data are from a 5-year cohort study from 2004 of a representative sample of 759 adolescents from 18 schools in HCMC. Data were obtained at five annual assessments using validated questionnaires to capture commuting behaviors, socioeconomic and demographic factors, individual and family characteristics, and physical and social environmental factors. Height and weight were measured by trained staff using standardized guidelines. Generalized linear latent and mixed models with a hierarchic approach were used to analyze the data in 2011. The results show a remarkable decrease in the prevalence of active commuting in adolescents from 27.8% in 2004 to 19.6% in 2009. Male students, from the least-wealthy families, living in suburban areas, close to school, studying at schools in less-wealthy districts, were more likely to actively commute. In the context of an epidemic of childhood and adolescent obesity in urban Vietnam, the decline in active commuting over the 5 years of this study highlights the need for development of urban physical environments favorable for active commuting and education campaigns to promote active commuting in adolescents.

Mapping commuter cycling risk in urban areas

Cycling is becoming an increasingly important transportation option for commuters. Cycling offers exercise opportunities and reduces the burden of motor vehicle travel on society. Mapping the risk of collision between cyclists and motor vehicles in urban areas is important to understanding safe cyclist route opportunities, making informed transportation planning decisions, and exploring patterns of injury epidemiology. To date, many geographic analyses and representations of cyclist risk have not taken the concept of exposure into account. Instead, risk is either expressed as a rate per capita, or as a count of events. Using data associated with the City of Hamilton, Canada, we illustrate a method for mapping commuter cyclist collision risk per distance travelled. This measure can be used to more realistically represent the underlying geography of cycling risk, and provide more geographically and empirically meaningful information to those interested in understanding how cycling safety varies over space.

Cycling to School and Cardiovascular Risk Factors: A Longitudinal Study

Cycling to school may potentially increase physical activity level in sedentary children. Transport to school occur twice a day and could improve cardiovascular health in children. Commuter cycling is associated with lower mortality and cardiovascular disease rate in adults, but limited evidence exists in children. Participants were 334 children (age 9.7 ± 0.5 years) who were followed up 6 years later. Mode of travel to school was investigated by questionnaire. Cardiovascular (CVD) risk factors were compared by mode of travel to school both at baseline and at follow up and for subjects who changed mode of transportation. No difference was found between walkers and passive travelers, and these groups were merged in the analysis. A consistent pattern of better CVD risk factor profile in commuter cyclists compared with children using other means of transport was found. Participants, who did not cycle to school at baseline, and who had changed to cycling at follow up, were fitter, had better cholesterol/HDL ratio, better glucose metabolism, and a lower composite CVD risk factor score than those who did not cycle at either time point. Cycling to school may contribute to a better cardiovascular risk factor profile in young people.

Cycle commuting and perceptions of barriers: stages of change, gender and occupation

PurposeThe aim of this study is to investigate perceptions of cycle commuting barriers in relation to stage of change, gender and occupational role. Stage of change is a key construct of the transtheoretical model of behaviour change that defines behavioural readiness (intentions and actions) into five distinct categories.Design/methodology/approachA cross‐sectional online questionnaire was completed by staff and PhD students (n=831) based in cycle‐friendly buildings in a large UK university. The questionnaire included questions relating to demographics, stages of behaviour change and 18 potential barriers. Data were analysed using t‐tests, one‐way ANOVAs and two‐way ANOVAs.FindingsOverall, environmental factors were perceived as the biggest barriers to cycle commuting. However, perceptions of cycle commuting barriers significantly differed between stages of change, genders and occupational roles. Precontemplators, females and support staff commonly perceived greater barriers to cycle commuting compared to maintainers, males and academic staff.Practical implicationsThe results indicate that tailored individual‐level behaviour change interventions focusing on reducing perceptions of barriers that take into account stage of change, gender and occupational differences may play a role in encouraging people to cycle to work.Originality/valueThe study reveals evidence of a significant subjective element involved in perception formation of some potential barriers associated with cycle commuting. Women not only hold stronger perceptions compared to males of risk‐orientated barriers but also of more general barriers associated with cycle commuting. The findings also suggest that occupational roles may influence an individual's perceptions of cycle commuting barriers.

High Temperature Air Combustion Energy-Saving Technologies and Environmental Characteristics Analysis

High temperature air combustion technology is a new advanced combustion technology, which is energy efficient and has the dual advantages of low pollution emissions and energy conservation. This sustainable development is in line with China’s strategic objectives of energy saving. Based on the high temperature air combustion technology and environmental characteristics, the paper analyzed its heat transfer process and determined the proper commutation cycle based on the numerical model. It is indicated that combustion technology can increase the temperature of air flowing into the furnace, reduce the temperature of the flue gas emissions, and improve thermal and temperature efficiency and thus to save the fuel. It can also suppress the formation of NOx, reducing CO2 emissions and is a good environmentally friendly energy technology in industrial furnace.

The effect on cardiorespiratory fitness after an 8-week period of commuter cycling — A randomized controlled study in adults

Objective This study investigated the effect of commuter cycling on cardiorespiratory fitness in men and women. Secondary outcomes included body fat and blood pressure measurements. Methods In February 2009, 48 volunteers from the Island of Funen, Denmark were randomly assigned to either “no change in lifestyle” or to “minimum 20 minutes of daily commuter cycling during 8 weeks”. Maximal oxygen uptake was assessed directly during a progressive cycle-ergometer-test, sum of skinfolds was used as an estimate of body fat, and blood pressure was measured using a Dinamap monitor. Measurements were obtained at baseline and at the conclusion of the 8-week intervention program. Results Six cyclists dropped out. After 8 weeks V ˙ O 2max (mL O 2 min −1) and cardiorespiratory fitness (mL O 2 kg −1 min − 1 ) were significantly improved in the cycling group when compared to the control group. Delta change in V ˙ O 2max between groups equaled 206 mL O 2 min − 1 (p = 0.005) and delta change in cardiorespiratory fitness equaled 2.6 mL O 2 kg − 1 min − 1 (p = 0.003). Body fatness changed more noticeable (p = 0.026) in the cyclists (− 12.3 ± 7.3 mm) than in the controls (− 0.2 ± 7.1 mm). Conclusions V ˙ O 2max and cardiorespiratory fitness were significantly improved and body fat reduced as a result of people engaging in 8 weeks of commuter cycling.

Employees' perceptions of cycle commuting: a qualitative study

PurposeThis study aims to provide an in‐depth individual level understanding of the psychological factors that affect cycle commuting.Design/methodology/approachA total of 15 participants (eight cycle commuters and seven potential cycle commuters) from a “cycle‐friendly” employer based in a Scottish city took part in the study. Semi‐structured interviews and interpretative phenomenological analysis (IPA) were used to collect and analyse data.FindingsThe present study found that cyclists are more aware of the benefits of cycle commuting than potential cyclists. Those who did not currently cycle to work displayed a heightened awareness of the challenges of cycling to work, whereas cyclists reported more coping strategies for negotiating or overcoming the challenges involved in cycle commuting. These individual cognitions are potentially modifiable through psychological interventions.Research limitations/implicationsFuture research should be carried out on samples in different contexts to examine whether some of the findings would be supported in other populations.Practical applicationsThe findings from this paper suggest that psychological interventions based on challenging perceptions of the benefits of and barriers to cycling may have a valuable role to play in enhancing cycle commuting rates.Originality/valueThis study uses IPA to explore the complexities of perceptions in relation to cycle commuting. It also brings to light the types of coping strategies used to enable cyclists to overcome some of their challenges associated with cycle commuting.

Health benefits of cycling: a systematic review

The purpose of this study was to update the evidence on the health benefits of cycling. A systematic review of the literature resulted in 16 cycling-specific studies. Cross-sectional and longitudinal studies showed a clear positive relationship between cycling and cardiorespiratory fitness in youths. Prospective observational studies demonstrated a strong inverse relationship between commuter cycling and all-cause mortality, cancer mortality, and cancer morbidity among middle-aged to elderly subjects. Intervention studies among working-age adults indicated consistent improvements in cardiovascular fitness and some improvements in cardiovascular risk factors due to commuting cycling. Six studies showed a consistent positive dose-response gradient between the amount of cycling and the health benefits. Systematic assessment of the quality of the studies showed most of them to be of moderate to high quality. According to standard criteria used primarily for the assessment of clinical studies, the strength of this evidence was strong for fitness benefits, moderate for benefits in cardiovascular risk factors, and inconclusive for all-cause mortality, coronary heart disease morbidity and mortality, cancer risk, and overweight and obesity. While more intervention research is needed to build a solid knowledge base of the health benefits of cycling, the existing evidence reinforces the current efforts to promote cycling as an important contributor for better population health.

Assessing the impact of road traffic on cycling for leisure and cycling to work

BackgroundTo explore the relationship between leisure and commuter cycling with objectively measured levels of road traffic and whether any relationship was affected by traffic levels directly outside of home or in local neighbourhood.FindingsWe conducted a secondary analysis of data from the UK European Prospective Investigation of Cancer (EPIC) Norfolk cohort in 2009. We used a geographical information system (GIS) and gender specific multivariate models to relate 13 927 participants' reported levels of cycling with an index of road traffic volume (Road Traffic Volume Index Score - RTVIS). RTVIS were calculated around each participants home, using four distance based buffers, (0.5 km, 1 km, 2 km and 3.2 km). Models were adjusted for age, social status, education, car access and deprivation. Both genders had similar decreases in leisure cycling as traffic volumes increased at greater distances from home (OR 0.42, (95% CI 0.32-0.52, p < 0.001) for women and OR 0.41, (95% CI 0.33-0.50, p < 0.001) for men in the highest quartile at 3.2 km). There was no effect of traffic volumes at any distance on commuter cycling.ConclusionsTraffic volumes appear to have greater impact on leisure cycling than commuter cycling. Future research should investigate the importance of traffic on different types of cycling and include psychosocial correlates.

Safety Performance Functions for Bicycle Crashes in New Zealand and Australia

After decades of decline, recreational and commuter cycling are becoming more popular in many Australasian cities. This renewed popularity is encouraging from the perspectives of sustainable transport and public health. A major concern to governments at all levels, however, is the higher crash risk that cyclists face, compared with drivers or passengers in motor vehicles, particularly when cyclists ride on roads. Transportation professionals should understand the level of risk that cyclists face within various parts of the road network and the measures that can be employed to mitigate that risk. This paper presents research findings from three main safety studies undertaken in New Zealand with the use of data from cities in New Zealand and in Adelaide, Australia. The research involved both generalized linear modeling and before–after, control–impact methods. Across the various studies, crash, traffic, and cycle volumes and layout data were collected for urban road links, traffic signals, and roundabouts. Flow-only models demonstrated a safety-in-numbers effect: crash risk per cyclist was shown to be lower as cycle volumes increased. When other variables were added to the models, it was possible to understand the impact on various crash types of factors such as road section length, motor vehicle speed, visibility, presence and type of cycle facilities, and lane and road width. Before-and-after analysis was employed to help identify the presence of any bias in the sites that had received cycle facilities. Research findings were mixed on the capacity of cycle facilities to improve safety. Well-designed facilities of adequate width and painted with color appeared to perform best.

Are Cycle Centers Effective Transport Interventions?

Cycle centers have emerged as a new travel demand management (TDM) intervention in U.S. and Australian cities in recent years. These large end-of-trip facilities for cyclists offer bicycle storage, changing rooms, lockers, showers, bicycle repair, and other amenities, on a user-pays basis. The effectiveness of these centers as a TDM measure is not known. Australia's first cycle center opened at King George Square in Brisbane's central business district in 2008. Operated by the private sector and marketed as cycle2city, the center provided storage for 420 bicycles. An evaluation framework was derived directly from the stated aims and objectives of the funders and manager–operators of the center. In April 2009, a questionnaire was sent to cycle2city members. The questionnaire was supplemented by interviews with funding agencies, the center's operators, and members. Route maps collected information on trip distances and the routes members chose to ride. The results showed who had been using the center, the travel modes they had been attracted from, and the transport benefits. Most users were men in white-collar jobs. The majority of members had commenced commuter cycling on joining cycle2city, at which time they switched from transit and the private car. Congestion-reduction benefits were small. The facility was not generating enough revenues to meet operating costs some 2 years after opening. The findings had direct implications for transport policy regarding the role and potential use of cycle centers for TDM in cities.

San Diego stress ribbon bridge sets new world record

The world's longest stress ribbon bridge opened in San Diego, California, USA in May 2009. The David Kreitzer Lake Hodges bicycle and pedestrian bridge uses high-strength steel cables embedded in an ultra-slender concrete deck to span 300 m across a sensitive lake habitat within a nature park. It forms a vital link in an 88 km nature trail and enables cycle commuters to get off the busy I-15 freeway. This paper describes how a stress ribbon bridge was chosen for this site, the design process and how the bridge was constructed.

The association between commuter cycling and sickness absence

ObjectiveTo study the association between commuter cycling and all-cause sickness absence, and the possible dose–response relationship between absenteeism and the distance, frequency and speed of commuter cycling. MethodCross-sectional data about cycling in 1236 Dutch employees were collected using a self-report questionnaire. Company absenteeism records were checked over a one-year period (May 2007–April 2008). Propensity scores were used to make groups comparable and to adjust for confounders. Zero-inflated Poisson models were used to assess differences in absenteeism between cyclists and non-cyclists. ResultsThe mean total duration of absenteeism over the study year was more than 1day shorter in cyclists than in non-cyclists. This can be explained by the higher proportion of people with no absenteeism in the cycling group. A dose–response relationship was observed between the speed and distance of cycling and absenteeism. Compared to people who cycle a short distance (≤5km) three times a week, people who cycle more often and longer distances are absent for fewer days on average. ConclusionCycling to work is associated with less sickness absence. The more often people cycle to work and the longer the distance travelled, the less they report sick.

Characteristics of a population of commuter cyclists in the Netherlands: perceived barriers and facilitators in the personal, social and physical environment

BackgroundDaily cycling to work has been shown to improve physical performance and health in men and women. It is very common in the Netherlands: the most recent data show that one quarter of commuting journeys are by bicycle. However, despite the effort going into campaigns to promote commuter cycling, about 30% of commuter journeys up to 5 kilometers are still by car. The question is how to stimulate commuter cycling more effectively. This article aims to contribute to a better understanding of the perceived barriers and facilitators of cyclists/non-cyclists and personal factors associated with commuter cycling.MethodsA random sample of 799 Dutch employees (response rate 39.6%) completed an internet survey, which comprised two parts. One part of the questionnaire focused on the determinants of cycling behavior including equal numbers of personal, social factors and environmental factors. The other component focused on assessing data on physical activity (PA) behavior. Descriptive and logistic regression analyses were used to analyze factors associated with commuter cycling.ResultsMeeting the physical activity guideline was positively associated with commuter cycling. Television viewing and working full-time were negatively associated. Twenty-six percent of the participants met the PA guideline simply by cycling to work, with health as the main reason. The main barriers for non-cyclists (60%) were perspiration when arriving at work, weather and travelling time. Shorter travelling times compared with other transportation modes were an important facilitator. Environmental factors were positively related to more frequent and more convenient commuter cycling, but they were hardly mentioned by non-cyclists.ConclusionsThis study shows that a relatively large group fulfils the PA recommendations merely by cycling to work. Personal factors (i.e., perceived time and distance) are major barriers to commuter cycling and should be targeted in cycling campaigns, especially in subgroups living within cycling distance to work. Targeting environmental determinants in such campaigns seems to be less important in the Netherlands.

Latent Bicycle Commuting Demand and Effects of Gender on Commuter Cycling and Accident Rates

A recent survey by the City of Calgary, Canada, found that more than 75% of cyclists commuting to downtown Calgary are male. The intent of this research is to determine whether this is also true for cyclists commuting to a university campus located in the second most popular employment area of the city, what obstacles are preventing women from bicycling, and what measures could increase the number of female commuter cyclists. An online survey was conducted to collect information that allowed the grouping of respondents as potential, occasional, or regular cyclists. Analysis showed that women are more likely than men to be possible or occasional cyclists, while men are more likely than women to be regular cyclists. These findings suggest that if women's cycling needs were addressed, the modal share of bicycle commuting could be increased. Investigation of cycling barriers indicated that women are more concerned than men about safety issues associated with cycling, with being able to carry daily items while cycling, and with the need to fix their hair on arrival. In analysis of desired improvements, women were found to place a higher value on bicycle maps and literature but share similar facility preferences with men. High proportions of both genders indicated a desire for bicycle lanes, more pathways, and more direct bicycle routes. Analysis of falls and collisions suggested that men and women experience a similar number of falls per unit of exposure, while men experience more collisions per unit of exposure than women do.