Factors influencing the propensity to cycle to work

Wardman, Mark; Tight, Miles; Page, Matthew

doi:10.1016/j.tra.2006.09.011

Cited by 202 publications

(181 citation statements)

References 11 publications

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“…Ironically, Berlin owes its bicycle friendly urban form to planning agendas either contrary to, or detached from, cycling promotion. Studies suggest that in the context of low bicycle use (as Berlin had until the 1990s), segregated cycle lanes can nurture increased levels of cycling participation to a significant extent (Wardman et al, 2007;Tilahun et al, 2007). Given an inherited urban form conducive to high cycling rates-wide spacious streets, extensive segregated cycle infrastructure, and prevalent cycling appropriate journey lengths -pre-existing urban form seems to have played a key role.…”

Section: Re-examining Berlin's Cycling Transitionmentioning

confidence: 99%

Policy learning and sustainable urban transitions: Mobilising Berlin’s cycling renaissance

2016

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Cities are increasingly seeking to learn from experiences elsewhere when planning programmes of sustainable transition management, and the contingencies of policy-learning arrangements in this field are beginning to receive greater attention. This paper applies insights from the field of policy mobilities to the burgeoning field of transition management to critically explore a proposed ‘learning relationship’ between Berlin (Germany) and Manchester (UK) around cycling policy. Drawing on qualitative data, the paper casts doubt over the existing consensus attributing recent growth in bicycle use in Berlin to concerted governmental interventions. A multi-actor analysis suggests that contextual factors caused the growth in cycling and that policy has been largely reactive. The emergence and circulation of the Berlin cycling renaissance as a policy model is then traced through policy documents and interviews with actors in Manchester, UK, to understand why and how it has become a model for action elsewhere. It is concluded that Berlin’s cycling renaissance has been simplified and mobilised to demonstrate the requisite ambition and proficiency to secure competitive funds for sustainable urban transport. The paper develops an original study of the role policy knowledge and learning play in sustainable urban transition management, and argues that attending to the dynamics of policy learning can enhance our understanding of its successes and failures.

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Section: Re-examining Berlin's Cycling Transitionmentioning

confidence: 99%

Policy learning and sustainable urban transitions: Mobilising Berlin’s cycling renaissance

2016

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“…Too dangerous, lack of sufficient fitness, lack of motivation, lack of facilities at work (showers, bike racks, etc. ), no bike lanes, personal safety during journey, bad weather, lack of proper lighting, distance, topography, lack of safe parking at destination, lack of cycling knowledge or experience, too much traffic, uncomfortable, difficulties with trip chaining, need to carry things, air pollution, free car parking at work, lack of time, and bad road conditions (3,4,6,9,16,(18)(19)(20)(21)(22).…”

Section: Cycling Habits and Other Psychological Variables Affecting Cmentioning

confidence: 99%

Cycling Habits and Other Psychological Variables Affecting Commuting by Bicycle in Madrid, Spain

Muñoz

Monzón

Lois

2013

Transportation Research Record: Journal of the Transportation R

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for daily mobility. Traditional discrete choice models are mainly based on variables such as time and cost. These variables do not sufficiently explain the choice of the bicycle as a mode of transportation. Some researchers have noted a significant influence of psychological factors-such as attitudes, social norms, perceived behavioral control and habits-in the decision to commute by bicycle. Bicycle commuters show more positive attitudes toward bicycle use (2-5), more perceived social norms or psychological support for using the bicycle (2,3,6), more positive perceived behavioral control toward bicycle use (2), and less perception of barriers (4, 6). However, habits reduce the influence of these constructs in the decision to use the bicycle (7). Habits of using other modes have a negative impact on bicycle use (8), while the habit of using the bicycle for noncommuting mobility increases the frequency of bicycle use for commuting trips (7,9). In view of the limited research on the relationship between attitudes, other psychological constructs, and cycling (10), this research project aims to continue analyzing the relationship between psychological factors and bicycle commuting by following the research work of Heinen et al. (5).The paper is organized as follows. The theoretical framework is presented in the next section. That is followed by descriptions of the case study, data collection, and variables. Next come the results, which determine the differences between various types of users in their perceptions of cycling factors. On the basis of those factors, the main structures underlying attitudinal and other psychological variables are identified and defined. The analysis continues with an examination of the psychological factors influencing bicycle commuting through a binary logit model. The final section contains some policy recommendations and conclusions. FRAMEWORKThe framework of this paper is the theory of planned behavior (TPB) (11), which is the best-known and most widely supported attitudinal psychological theory in most studies relating to behavioral decisions. This theory has been used in various studies on cycling (2,5,12) and in the field of active travel behavior (7,13). TPB states that attitudes toward a behavior, subjective norms, and perceived behavioral control combine to shape an individual's behavioral intention and final behavior, which in the case of the current research is commuting by bicycle. These components are described by Ajzen as follows: the attitude toward a behavior is "the degree to which performance of the behavior is positively or negatively valued"; the subjective norm is "the perceived social pressure to engage or not to engage in a behavior"; and the perceived behavioral control (PBC) refers to "people's people's decision to cycle to work-place of study is tested by using a logit model. In the case study of Madrid, Spain, the decision to cycle to workplace of study is heavily influenced by cycling habits (for noncommuting trips). Because bicycle commuting is not common, a...

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“…Wardman et al examined revealed and stated preferences of cyclists in the United Kingdom and found that their participants currently used few bicycle lanes to bicycle to work, but that this was generally because the lanes were not available for use. Respondents indicated that more on-road bicycling facilities would encourage them to bicycle more (10). In their random-sample survey of Portland, Oregon, residents, Dill and Voros found that nearly 40% of people who wanted to bicycle more cited a lack of bike lanes or trails as a barrier to doing so (11).…”

Section: Literature Reviewmentioning

confidence: 99%

Do All Roadway Users Want the Same Things?

Sanders

Cooper

2013

Transportation Research Record: Journal of the Transportation R

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This paper presents findings from a recent study on roadway design preferences among pedestrians, drivers, bicyclists, and public transit users along a major urban corridor in the East San Francisco Bay Area. Sponsored by the California DOT, the research focused on exploring design preferences that could increase perceived traffic safety, walkability, bikability, and economic vitality along urban arterials.Results from an intercept survey showed that all user groups desire similar roadway design features along the test corridor, which carries 25,000-30,000 motorists bi-directionally and has comprehensive sidewalk coverage, but no bicycle facilities. In an open-ended question about street improvements to enhance perceived traffic safety, all respondent groups requested the same top five improvements. Bicycle lanes were ranked first by pedestrians, drivers, and bicyclists (fifth by public transit respondents), and improved pedestrian crossings were ranked second by pedestrians, drivers, and public transit users (third by bicyclists). The other top five suggestions were the same for all groups, though ordered slightly differently: slowing traffic/improving driver behavior, increasing street lighting, and increasing traffic signals/stop signs. Similar preference alignment was found regarding street improvements to encourage more visits to the corridor.These findings suggest that design features generally thought to benefit one road user group, such as bicycle lanes for bicyclists, may also benefit other users. Moreover, these results provide evidence that roadway planning can take advantage of synergistic opportunities to benefit multiple user groups by implementing a few key design interventions. Overall, the findings support the continued implementation of complete streets principles and policies.

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Factors influencing the propensity to cycle to work

Cited by 202 publications

References 11 publications

Policy learning and sustainable urban transitions: Mobilising Berlin’s cycling renaissance

Policy learning and sustainable urban transitions: Mobilising Berlin’s cycling renaissance

Cycling Habits and Other Psychological Variables Affecting Commuting by Bicycle in Madrid, Spain

Do All Roadway Users Want the Same Things?

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