The bicycle and the city: Desires and emotions versus attitudes, habits and norms (original) (raw)
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Many variables that influence bicycle use beyond time and cost have been included in models of various types. However, psycho-social factors that make the bicycle eligible as a modal alternative have not been identified properly. These factors are related to intention, attitudes and perceptions, and their identification can contribute to obtain the keys for a successful bicycle policy. Here, an in-depth investigation of cyclists' perceptions is attempted using a large university survey designed and collected ad hoc, and then applying exploratory and confirmatory factor analyses. After identifying fourteen factors, a structural equations model was estimated to find structure and relationships among variables and to understand users' intentions to use the bike. Four (latent) variables are identified, namely convenience, pro-bike, physical determinants and exogenous restrictions. The main conclusion is that convenience (flexible, efficient) and exogenous restrictions (danger, vandalism, facilities) are the most important elements to understand the attitudes towards the bicycle.
Cycling Habits and Other Psychological Variables Affecting Commuting by Bicycle in Madrid, Spain
Transportation Research Record: Journal of the Transportation Research Board, 2013
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 , and less perception of barriers (4, 6). However, habits reduce the influence of these constructs in the decision to use the bicycle . Habits of using other modes have a negative impact on bicycle use , while the habit of using the bicycle for noncommuting mobility increases the frequency of bicycle use for commuting trips . 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. .
Private and public modes of bicycle commuting: a perspective on attitude and perception
Background: Public bicycle-sharing initiatives can act as health enhancement strategies among urban populations. The aim of the study was to determine which attitudes and perceptions of behavioural control toward cycling and a bicycle-sharing system distinguish commuters with a different adherence to bicycle commuting. Methods: The recruitment process was conducted in 40 random points in Barcelona from 2011 to 2012. Subjects completed a telephone-based questionnaire including 27 attitude and perception statements. Based on their most common one-way commute trip and willingness to commute by bicycle, subjects were classified into Private Bicycle (PB), public bicycle or Bicing Bicycle (BB), Willing Non-bicycle (WN) and Non-willing Non-bicycle (NN) commuters. After reducing the survey statements through principal component analysis, a multinomial logistic regression model was obtained to evaluate associations between attitudinal and commuter sub-groups. Results: We included 814 adults in the analysis [51.6% female, mean (SD): age 36.6 (10.3) years]. BB commuters were 2.0 times [95% confidence interval (CI) = 1.1–3.7] less likely to perceive bicycle as a quick, flexible and enjoyable mode compared to PB. BB, WN and NN were 2.5 (95% CI = 1.46–4.24), 2.6 (95% CI = 1.53–4.41) and 2.3 times (95% CI = 1.30–4.10) more likely to perceive benefits of using public bicycles (bicycle maintenance and parking avoidance, low cost and no worries about theft and vandalism) than did PB. Conclusion: Willing non-bicycle and public-bicycle commuters had more favourable perception toward public-shared bicycles compared to private cyclists. Hence, public bicycles may be the impetus for those willing to start bicycle commuting, thereby increasing physical activity levels.
Perceptions and attitudes of urban utility cyclists – a case study in a British Built Environment
Background: Understanding perceptions of cyclists is fundamental in pioneering a successful cycling uptake. Recent cycling related research has shown interest in theoretical studies where considerations are given to how cyclists perceived their environment and their attitudes. This interest has been motivated by the need to understand how cycling uptake could be increased in communities to ameliorate health related issues such as obesity. This study therefore provides evidence on perceptions and attitudes of utility cyclists in a British urban environment; particularly in Tyneside conurbation in North East England. Method: A face-to-face interview was conducted using a designed questionnaire based on the theory of planned behaviour to capture cognitive, environmental and socio-demographic variables of 79 urban utility cyclists. Additionally, these cyclists were tracked over seven days using GPS trackers to capture their actual movement during their normal week. Both exploratory regression analysis and descriptive statistics were performed to provide explanation linking these variables and the actual movement recorded by the GPS trackers. Finding: The findings suggest that utility cycling in the area is significantly (p=0.01) correlated to habit, attitudes on satisfaction and stimulus as well as past cycling behaviour. This finding partly confirms Lemieux and Godin’s (2009) study, based on stated preference survey to predict active commuting behaviour, where cycling behaviour correlates significantly with habits, intention and age (with habit being the most significant predictor). From the view point of the theory of planned behaviour, the findings here suggest that cyclists sampled are in favour (i.e. attitude) of doing the behaviour (cycling) and are not under any significant social pressure (i.e. subjective norm) to cycle. Furthermore, the findings suggest significant correlations to actual (not stated preference) cycling behaviour relates to lane availability, trip distance, and body mass index (BMI) respectively. The findings show that both cognitive and environmental variables play important role in explaining urban utility cycling among adults. Keywords: urban utility cycling; perception, attitudes, exploratory regression, theory of planned behaviour.
Transportation, 2006
A stated preference experiment was performed in Edmonton in Canada to both examine the nature of various influences on bicycle use and obtain ratios among parameter values to be used in the development of a larger simulation of household travel behaviour. A total of 1128 questionnaires were completed and returned by current cyclists. Each questionnaire presented a pair of possible bicycle use alternatives and asked which was preferred for travel to a hypothetical all-day meeting or gathering (business or social). Alternatives were described by specifying the amounts of time spent on three different types of cycling facility and whether or not showers and/or secure bicycle parking were available at the destination. Indications of socioeconomic character and levels of experience and comfort regarding cycling were also collected. The observations thus obtained were used to estimate the parameter values for a range of different utility functions in logit models representing this choice behaviour. The results indicate, among other things, that time spent cycling in mixed traffic is more onerous than time spent cycling on bike lanes or bike paths; that secure parking is more important than showers at the destination; and that cycling times on roadways tend to become less onerous as level of experience increases. Some of these results are novel and others are consistent with findings regarding bicycle use in work done by others, which is seen to add credence to this work. A review of previous findings concerning influences on cycling behaviour is also included.
Modelling bicycle use intention: the role of perceptions
Transportation, 2014
Users' perceptions are identified as key elements to understand bicycle use, whose election cannot be explained with usual mobility variables and socio-economic characteristics. A hybrid model is proposed to model the intention of bicycle use; it combines a structural equations model that captures intentions and a choice model. The framework is applied to a case of a university campus in Madrid that is studying a new internal bike system. Results show that four latent variables (convenience, pro-bike, physical determinants and external restrictions) help explaining intention to use bike, representing a number of factors that are linked to individual perceptions.