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.

Purpose:The aim of this systematic literature review was to outline the various preexperimental maximal cycle-test protocols, terminology, and performance indicators currently used to classify subject groups in sportscience research and to construct a classification system for cycling-related research.Methods:A database of 130 subject-group descriptions contains information on preexperimental maximal cycle-protocol designs, terminology of the subject groups, biometrical and physiological data, cycling experience, and parameters. Kolmogorov-Smirnov test, 1-way ANOVA, post hoc Bonferroni (P < .05), and trend lines were calculated on height, body mass, relative and absolute maximal oxygen consumption (VO2max), and peak power output (PPO).Results:During preexperimental testing, an initial workload of 100 W and a workload increase of 25 W are most frequently used. Three-minute stages provide the most reliable and valid measures of endurance performance. After obtaining data on a subject group, researchers apply various terms to define the group. To solve this complexity, the authors introduced the neutral term performance levels 1 to 5, representing untrained, recreationally trained, trained, well-trained, and professional subject groups, respectively. The most cited parameter in literature to define subject groups is relative VO2max, and therefore no overlap between different performance levels may occur for this principal parameter. Another significant cycling parameter is the absolute PPO. The description of additional physiological information and current and past cycling data is advised.Conclusion:This review clearly shows the need to standardize the procedure for classifying subject groups. Recommendations are formulated concerning preexperimental testing, terminology, and performance indicators.

The aim of this study was to examine psychosocial and environmental predictors of cycling for transportation. A sample of 343 Flemish adults (43% men) living at maximum 10 km from their workplace was surveyed. Self-report measures of cycling, demographic variables, psychosocial variables, self-efficacy, perceived benefits and barriers and environmental attributes (destination, traffic variables and facilities at the workplace) of cycling for transport were obtained by means of a mailing questionnaire. Modeling and social support by accompanying, external self-efficacy, ecological-economic awareness and lack of time and interest were positively associated with the likelihood of cycling for transport and varied in importance between cyclists and non-cyclists. Cyclists estimate the time to destination shorter than non-cyclists and indicate to have more facilities for cyclists at the workplace. The results suggest that when people live in a setting with adequate bicycle infrastructure, individual determinants (psychosocial, self-efficacy, perceived benefits and barriers) outperform the role of environmental determinants in this sample. Promotion campaigns aimed at increasing cycling for transportation should focus on creating social support by encouraging cycling with partners, increasing self-efficacy, raising ecological and economic awareness, decreasing lack of time and interest barriers and providing facilities for cyclists at the workplace.

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