Increasing the number of bicycle commuters

Lee, Inkyung; Park, Hyochul; Sohn, Keemin

doi:10.1680/tran.10.00024

Cited by 17 publications

(8 citation statements)

References 21 publications

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“…This finding conflicts with several previous studies in which researchers have suggested that cycling for leisure or sport may have a positive effect on cycle commuting (Kroesen & Handy, 2013;Lee, Park, & Sohn, 2012;Park, Lee, Shin, & Sohn, 2011;Stinson & Bhat, 2004;Xing, Handy, & Mokhtarian, 2010). The explanation for this result may lie in the image of cycle commuting which, in countries where cycling is uncommon, is viewed as dangerous, demanding and stressful; often in contrast to leisure cycling which is regarded as calm, peaceful and liberating (Gardner, 1998).…”

Section: Carcontrasting

confidence: 67%

Cycle commuting intention: A model based on theory of planned behaviour and social identity

Lois

León

Rondinella

2015

Transportation Research Part F: Traffic Psychology and Behaviou

100

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Section: Carcontrasting

confidence: 67%

Cycle commuting intention: A model based on theory of planned behaviour and social identity

Lois

León

Rondinella

2015

Transportation Research Part F: Traffic Psychology and Behaviou

100

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“…The results of this study are also in line with the findings of other scholars, who found relationships between non-work activities and commute travel by all modes, particularly by bike. In the MENA regions, non-work variables such as entertainment place, shopping/entertainment mode choice, number of non-work activities, and presence of attractive shops in the neighborhood are associated with commuting length [45][46][47].…”

Section: Contextual Differences With High-income Countriesmentioning

confidence: 99%

Urban Commute Travel Distances in Tehran, Istanbul, and Cairo: Weighted Least Square Models

Masoumi

2020

Urban Science

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A very large part of the literature on urban commute travels is related to high-income countries. The determinants of urban commute trip distances are not clear in the Middle East and North Africa (MENA); thus, this study attempts to shed light on this topic in relation to Tehran, Istanbul, and Cairo. The objective is to clarify which environmental and human factors are correlated with commuting distance in these cities. Using primary disaggregate data produced by surveys in the three cities (n = 8237) in 2017, weighted least square regressions showed that fifteen significant or highly significant variables, including individual and household characteristics, mobility decisions, residential location, and land use attributes, predict the lengths of urban commute trips in the MENA sample. Unlike western countries, age and gender are not significant predictors of commute distance in MENA large cities. The results of independent-sample Kruskal–Wallis test show that there is a significant difference between the mean one-way commute travel distances in the three cities (Tehran: 9096 m, Istanbul: 10839 m, and Cairo: 6670 m); however, there are some similarities in the determinants of commute distance in the three cities. The results can be adopted to reduce commute trip lengths by providing a more connected street network and accessible neighborhood-level facilities.

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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

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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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Increasing the number of bicycle commuters

Cited by 17 publications

References 21 publications

Cycle commuting intention: A model based on theory of planned behaviour and social identity

Cycle commuting intention: A model based on theory of planned behaviour and social identity

Urban Commute Travel Distances in Tehran, Istanbul, and Cairo: Weighted Least Square Models

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

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