Environmental and demographic correlates of bicycling

Abstract

OBJECTIVE The present study examined correlates of bicycle ownership, bicycling frequency, and projected increases in cycling if perceived safety from cars was improved. METHODS Participants were 1,780 adults aged 20–65 recruited from the Seattle, WA and Baltimore, MD regions (48% female; 25% ethnic/racial minority) and studied 2002–2005. Bicycling outcomes were assessed by survey. Multivariable models were conducted to examine demographic and built environment correlates of bicycling outcomes. RESULTS About 71% of the sample owned bicycles, but 60% of those did not report cycling. Among bicycle owners, frequency of riding was greater among young, male, white, educated, and lean subgroups. Neighborhood walkability measures within 1km were not consistently related to bicycling. For the whole sample, bicycling at least once per week was projected to increase from 9% to 39% if bicycling was safe from cars. Ethnic-racial minority groups and those in the least safe neighborhoods for bicycling had greater projected increases in cycling if safety from traffic was improved. CONCLUSION Implementing measures to improve bicyclists’ safety from cars would primarily benefit racial-ethnic groups who cycle less but have higher rates of chronic diseases, as well as those who currently feel least safe bicycling.

Analyzing the transition from a public bicycle system to bicycle ownership: A complex relationship

“…This is in keeping with earlier studies that point to intermodality being one of the main obstacles to purchasing and possessing a private bicycle (see Buehler, 2012;Chatterjee et al, 2013;Sallis et al, 2013;Sener et al, 2009).…”

“…(3) infrastructure and the physical environment: from the obstacles that the urban area presents and the correct adaptation of the PBSS to the area (by Heinen et al, 2010;Larsen et al 2013;Sallis et al, 2013;Snizek et al, 2013) to the installation of facilities for cyclists at journey origin/destination (lockers, changing rooms, showers) considered by, e.g., Hunt and Abraham (2007) and, above all, safe bike-parking and storage (Salleh et al, 2014) in public/private places (Aldred and Jungnickel, 2013) and facilitating intermodality with other means of urban transportation (Rietveld, 2001).…”

Associations between physical activity and the neighbourhood social environment: baseline results from the HABITAT multilevel study

“…Previous research, including studies undertaken in the Netherlands (Jongeneel-Grimen et al, 2014a), Finland (Halonen et al, 2012) and Australia (Baum et al, 2009;Foster and Giles-Corti, 2008), have found that the environments in which people live may influence their PA (Baum et al, 2009;Bauman et al, 2012;Foster and Giles-Corti, 2008;Halonen et al, 2012;Jongeneel-Grimen et al, 2014b;Kerr et al, 2012;Sallis et al, 2013). Moreover, the social environment, the immediate physical surroundings, social relationships, and cultural milieus within which defined groups of people function and interact (Casper, 2001), play a role in promoting healthy communities , and are likely to influence PA levels (Bird et al, 2010;Trost et al, 2002).…”

Bicycle as a Mean of Transportation on Person-Environment Studies

“…Zhao (2014) indica que a falta de segurança no tráfego reduz o uso da bicicleta, ao encontro dos resultados de Sallis et al (2013), que identificam maior propensão à pedalada em uma cidade estadunidense se os ciclistas estivessem seguros em relação aos carros ao transitarem. De maneira análoga, as condições climáticas de um local se associam à segurança do ciclista.…”