Bicycle ownership and utilization in Tamale Metropolis; influencing factors and impacts to sustainable transport

Abstract

The study seeks to identify bicycle ownership and ridership and gain insights into how demographics, perceptions and experiences of respondents influenced the status of cycling in Tamale Metropolis. Earlier studies have focused on examining the determinants of utility cycling among adults in the same metropolis, but this study assesses cycling from a broader perspective in terms of demographics, barriers, and promotional strategies. A cross-sectional survey was carried out with 500 semi-structured questionnaires through mainly a face-to-face approach. Five trained survey assistants administered the questionnaires within demarcated zones in the metropolis and tracked participants by geographic information system. Binary logistic regression, chi-squared test and descriptive statistics were employed in the analysis of the data. Out of the 439 valid questionnaires, bicycle ownership and ridership were 56% and 78% respectively. Gender and occupation were significant in owning and riding bicycles, where p < 0.05. Males and the non-income earners (i.e., students, apprentices and unemployed) were more likely to ride and own bicycles. Cycling was prevalent among low-income individuals and in households where bicycles were available. The major motivation of bicycle riders was affordability. Age was statistically insignificant to owning or riding bicycles since every age group cycled as much. Despite the existing infrastructure provision for cycling and its associated benefits, there is a latent desire to shift from bicycles by 85% of the riders. A chi-square test conducted revealed that the desire to shift from bicycle use was independent of one's gender, age and occupation, but associated with bicycle ownership. Moreover, speed, fatigue endured in riding and inadequate infrastructure were mentioned as part of the factors that discourage cycling. This study, therefore, recommends government interventions such as a reduction in bicycle cost, and the introduction of electric bicycles to meet the respondents' transport needs of speed and travelling with less fatigue.

Cross-culturally approaching the cycling behaviour questionnaire (CBQ): Evidence from 19 countries

“…Moreover, the descriptive outcomes show key differences across countries, being it possible to overview certain patterns, such as finding that African and Asian riders tend to be high-scorers in both risky behavioural (i.e., traffic violations and errors) subscales. In this regard, and although at first glance it could be interpreted that, added to a substantial lack of previous research, a combination of reduced cycling infrastructure, training, and tradition (Larouche et al, 2014;Timpabi et al, 2021) might drive low-income countries to report 'worse' behavioural outcomes, this relationship seems not sheer. For instance, it draws attention that Germany, a highincome economy with high investments in infrastructure, road safety education, and an undisputable urban cycling tradition, remains one of the top scorers in terms of self-reported traffic violations, coherently with issues highlighted by previous researchers such as cycling anger (Oehl et al, 2019), secondary task engagement (Huemer et al, 2022), alcohol-intoxicated riding (Bothorn et al, 2022), crowding and road conflicts in urban scenarios (Von Stülpnagel et al, 2022).…”

The Perceived Effectiveness of Planned Measures of Modal Shift in Tshwane, South Africa

“…Previous research shows that cycling improves physical health, decreases noise and air pollution, saves fuel consumption, and does not contribute to traffic congestion (Biondi et al, 2022;Olojede, Yoade & Olufemi, 2017). However, the main concerns around cycling are safety (Stipdonk & Reurings, 2012) and the absence of cycling infrastructure (Timpabi et al, 2021;Xia, Zhang, Braunack-Mayer & Crabb, 2017). Cities worldwide have been prioritising the provision of cycling infrastructures as part of a transition towards sustainable transport systems (Pánek & Benediktsson, 2017).…”

“…In some developing cities, pedestrians are often ignored or marginalised, and promoting walking requires the improvement of pedestrian infrastructure. Furthermore, some cities across African countries need welldeveloped public transport systems, which makes the concept of modal shift challenging and impossible (Timpabi, Osei & Adams, 2021).…”

Equitable active transport for female cyclists

“…Hayhurst et al (2022) reiterated the huge value of bicycles for women as they contextualised their study in Uganda, they explored how bicycles are being adopted to key sustainable development goals, providing access for women, and ensuring gender equality. According to a study in Ghana, Timpabi et al (2021) recognised some cultural and societal norms that shape women's cycling behaviour suggesting that women do not have time to learn to cycle as they are busy with chores and other household tasks. This corroborates Goel et al (2022) findings that there is almost no cycling among females in Accra, Ghana and Cape Town, South Africa.…”

“…While studies Yang et al (2022) examining gender differences in active travel among older adults in Japan, and Graystone et al (2022) examining gendered perceptions of cycling safety in Canada are emerging to expand our knowledge about women cycling behaviour, there is little understanding of the explicit active transportation experience of women in developing countries. These women are sandwiched between disparity of societal expectations (Hayhurst et al, 2022;Timpabi et al, 2021), insufficient transport infrastructure such as clearly marked bike lanes or fully separated bike lanes, along especially major roads which are present in many developed countries (Krizek et al, 2005) and the inherent gendered-nature of cycling (Prati, 2018;Gerrard et al;2012). Specifically, this study aims to explore the experience of female cyclists, to understand the challenges, opportunities and initiatives for encouraging equitable active transportation in a country, where cycling is hardly recognised as a mode of transport, with no provision for basic cycling infrastructure and inadequate city planning general equity measures (Mogaji, 2022b).…”