Background: Ecological models emphasize that cycling for transport is determined by an interplay between individual, physical and social environmental factors. The current study investigated (a) which physical and social environmental factors determine adolescents’ preferences towards cycling for transport and (b) which individual, physical and social environmental factors are associated with their intention to actually cycle for transport.
With its high cycling mode share, the Netherlands is often seen as a best practice for cycling policies. However, there is little insight into the drivers behind this phenomenon, specifically which policy interventions increased cycling rates and which did not. The knowledge gap on the effec- tiveness of cycling policies seriously limits the potential for learning from the Dutch experience. This paper will address this gap, by exploring the performance of Dutch cycling policies in 22 medium- sized cities since 2000.
Planners and politicians in many countries seek to increase the proportion of trips made by cycling. However, this is often challenging. In England, a national target to double cycling by 2025 is likely to be missed: between 2001 and 2011 the proportion of commutes made by cycling barely grew. One important contributory factor is continued low investment in cycling infrastructure, by comparison to European leaders.
The Healthy Streets Approach puts people and their health at the centre of decisions about how we design, manage and use public spaces. It aims to make our streets healthy, safe and welcoming for everyone.
The Approach is based on 10 Indicators of a Healthy Street which focus on the experience of people using streets.
London is facing an inactivity crisis. Over decades, machines, cars and technology have gradually taken over many of the tasks that used to require physical effort. More than 40 per cent of Londoners
do not achieve the recommended 150 minutes of activity a week; and 28 per cent do less than 30 minutes a week. Almost without realising it, we have engineered physical activity out of our daily lives.
An alarmingly high proportion of the Australian adult population does not meet national physical activity guidelines (57%). This is concerning because physical inactivity is a risk factor for several chronic diseases. In recent years, an increasing emphasis has been placed on the potential for transport and urban planning to contribute to increased physical activity via greater uptake of active transport (walking, cycling and public transport).
Tour de Force, a partnership between governments, market, civil society organisations and research institutes, aims to increase the number of kilometres cycled in the Netherlands with 20 percent over the next decade. This is why they drafted a joint Bicycle Agenda 2017-2020 with several actions to overcome barriers and exploit opportunities in cities, rural areas and in combination with public transport. Priorities among others include: more space for bicycles in cities and improved interchanges on public transport.
Fairness in a Car Dependent Society, finds that vulnerable groups not only travel less than other people, they carry a greater burden of the costs of other people’s travel, including air pollution, noise, traffic danger, injury and crime. Other findings include:
Fairness in a Car Dependent Society, finds that vulnerable groups not only travel less than other people, they carry a greater burden of the costs of other people’s travel, including air pollution, noise, traffic danger, injury and crime. Other findings include:
