Differences in physical environmental characteristics between adolescents’ actual and shortest cycling routes: a study using a Google Street View-based audit

Abstract

BackgroundThe objective evaluation of the physical environmental characteristics (e.g. speed limit, cycling infrastructure) along adolescents’ actual cycling routes remains understudied, although it may provide important insights into why adolescents prefer one cycling route over another. The present study aims to gain insight into the physical environmental characteristics determining the route choice of adolescent cyclists by comparing differences in physical environmental characteristics between their actual cycling routes and the shortest possible cycling routes.MethodsAdolescents (n = 204; 46.5% boys; 14.4 ± 1.2 years) recruited at secondary schools in and around Ghent (city in Flanders, northern part of Belgium) were instructed to wear a Global Positioning System device in order to identify cycling trips. For all identified cycling trips, the shortest possible route that could have been taken was calculated. Actual cycling routes that were not the shortest possible cycling routes were divided into street segments. Segments were audited with a Google Street View-based tool to assess physical environmental characteristics along actual and shortest cycling routes.ResultsOut of 160 actual cycling trips, 73.1% did not differ from the shortest possible cycling route. For actual cycling routes that were not the shortest cycling route, a speed limit of 30 km/h, roads having few buildings with windows on the street side and roads without cycle lane were more frequently present compared to the shortest possible cycling routes. A mixed land use, roads with commercial destinations, arterial roads, cycle lanes separated from traffic by white lines, small cycle lanes and cycle lanes covered by lighting were less frequently present along actual cycling routes compared to the shortest possible cycling routes.ConclusionsResults showed that distance mainly determines the route along which adolescents cycle. In addition, adolescents cycled more along residential streets (even if no cycle lane was present) and less along busy, arterial roads. Local authorities should provide shortcuts free from motorised traffic to meet adolescents’ preference to cycle along the shortest route and to avoid cycling along arterial roads.Electronic supplementary materialThe online version of this article (10.1186/s12942-018-0136-x) contains supplementary material, which is available to authorized users.

Access to bike lanes and childhood obesity: A systematic review and meta‐analysis

“…One study reported that bike path usage was significantly associated with moderate PA but not associated with vigorous PA 33 . Six studies reported the relationship between bike lane access and children's preferences and intention to cycle 15,35,37,44,46,47 . The degree of separation of cycle path, evenness of cycle path and street maintenance were associated with adolescents' preferences and intention to cycle for transport.…”

Route Choices and Adolescent–Adult Connections in Mitigating Exposure to Environmental Risk Factors During Daily Activities

“…Many of the quantitative studies on adolescent route choice have included predominantly Caucasian samples in smaller urban and more suburban settings (Dessing et al, 2016; Loebach & Gilliland, 2014; Panter et al, 2010; Rodríguez et al, 2015; Verhoeven et al, 2018; Wilson et al, 2018), and findings may not translate to lower resource urban contexts. Using self-reported travel diaries among a sample of 5- to 18-year-olds, Kerr, Frank, Sallis, and Chapman (2007) found that significant associations between urban form and walking for transit among Caucasian participants and those of affluent communities were attenuated among minority youth and those residing in lower income neighborhoods.…”

“…Dessing et al (2016) used global positioning system (GPS)-based data to assess features along actual versus shortest routes among 8- to 12-year-olds and found that youth avoided busy roads. A recent study using GPS-based cycling path data among 12- to 16-year-olds in Belgium also found that youth selected routes that were less busy and tended to avoid arterial roads (Verhoeven et al, 2018).…”

A Conceptual Framework for Modelling Safe Walking and Cycling Routes to High Schools

“…Modelling SRTS may be useful to inform transport planners or policy makers about which routes would be promoted or prioritized and improved. Previous studies have investigated the characteristics of built environment features along the actual and shortest walking and cycling routes between home and school [19,31]. The presence of favourable built environment features and the perception of traffic safety in school neighbourhoods may influence adolescents' walking or cycling to school as well as parental decisions to allow their adolescents to walk or cycle to school [32,33].…”

“…For example, parents of adolescents in Spain reported more concerns about distance to school and crime and fewer concerns regarding the traffic volume compared to parents of children [46]. Other factors, such as adolescents' perceptions of safety of walking and cycling to school [32,49,50], their perceptions of the built environment in their home neighbourhood and along the school route [31,51], school choice policies [52], adolescents' aspirations for motorised transport [53], and reaching the age for obtaining a driving licence may also have effects on how adolescents travel to/from school. Therefore, previously developed frameworks for children may not be transferrable to adolescents.…”