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This May Be the Author's Version of a Work That Was Submitted/Accepted This may be the author’s version of a work that was submitted/accepted for publication in the following source: Heesch, Kristiann & Sahlqvist, Shannon (2013) Key influences on motivations for utility cycling (cycling for transport to and from places). Health Promotion Journal of Australia, 24(3), pp. 227-233. This file was downloaded from: https://eprints.qut.edu.au/64599/ c Copyright 2013 CSIRO This work is covered by copyright. Unless the document is being made available under a Creative Commons Licence, you must assume that re-use is limited to personal use and that permission from the copyright owner must be obtained for all other uses. If the docu- ment is available under a Creative Commons License (or other specified license) then refer to the Licence for details of permitted re-use. It is a condition of access that users recog- nise and abide by the legal requirements associated with these rights. If you believe that this work infringes copyright please provide details by email to [email protected] Notice: Please note that this document may not be the Version of Record (i.e. published version) of the work. Author manuscript versions (as Sub- mitted for peer review or as Accepted for publication after peer review) can be identified by an absence of publisher branding and/or typeset appear- ance. If there is any doubt, please refer to the published source. https://doi.org/10.1071/HE13062 RUNNING HEAD: Motivations for Utility Cycling Key influences on motivations for utility cycling (cycling for transport to and from places) 1 Abstract Issue addressed: Although increases in cycling in Brisbane are encouraging, bicycle mode share to work in the state of Queensland remains low. The aim of this qualitative study was to draw upon the lived experiences of Queensland cyclists to understand the main motivators for utility cycling (cycling as a means to get to and from places) and compare motivators between utility cyclists (those who cycle for utility as well as for recreation) and non-utility cyclists (those who cycle only for recreation). Methods: For an online survey, members of a bicycle group (831 utility cyclists and 931 non-utility cyclists, aged 18-90 years) were asked to describe, unprompted, what would motivate them to engage in utility cycling (more often). Responses were coded into themes within four levels of an ecological model. Results: Within an ecological model, built environment influences on motivation were grouped according to whether they related to appeal (safety), convenience (accessibility) or attractiveness (more amenities) and included adequate infrastructure for short trips, bikeway connectivity, end-of-trip facilities at public locations and easy and safe bicycle access to destinations outside of cities. A key social-cultural influence related to improved interactions among different road users. Conclusions: The built and social-cultural environments need to be more supportive of utility cycling before even current utility and non-utility cyclists will be motivated to engage (more often) in utility cycling. So what?: Additional government strategies and more and better infrastructure that support utility cycling beyond commuter cycling may encourage a utility cycling culture. Key words: physical activity, active travel, motivation, ecologic model 2 Introduction Utility cycling (cycling as means of getting to and from places) offers considerable health benefits, including its contribution to health-enhancing physical activity levels1 and its association with reductions in mortality and morbidity.2 In the last decade, therefore, Queensland has made concerted efforts to increase utility cycling rates,3 and changes in rates in Brisbane are encouraging. Counts of bicycles being ridden along major cycling commuter routes show increases in cycling trips (63% increase 2004 to 2010).3 However, bicycle mode share to work has changed little (from 1.6% to 1.3% between 2001 and 2011).4 Although data on other cycling trips have not been routinely collected, it is likely that participation in everyday utility bicycle trips for multiple purposes has remained low given that the focus of government policy and strategies has been on commuter cycling. Recreational cyclists (those who cycle for fun or exercise) make a logical target group for promoting everyday utility cycling as they have the motivation, equipment and skill for cycling.5 To understand whether motivations for utility cycling are changing, it is useful to examine motivations of these cyclists. The aim of this qualitative study was to draw on the lived experiences of recreational cyclists to understand what they perceive to be the major influences on motivation for utility cycling. Data were collected from cyclists who reported that they cycled for recreation. One-third of these cyclists reported no participation in utility cycling in the previous week, and were labelled ‘non-utility cyclists’. The remaining two- thirds of respondents reported utility cycling at least one day in the previous week and were labelled ‘utility cyclists’. Data from the non-utility cyclists and utility cyclists were analysed separately. Methods 3 Sampling and study protocol An online survey was administered to members (aged ≥18 years) of a non-profit organisation that promotes cycling (bq.edu.au). As reported elsewhere,6 2356 individuals within 2085 households (47%) completed the survey. The 1762 responses to open-ended questions about utility cycling were included in these analyses. The study was conducted with approval from The University of Queensland Human Research Ethics Committee. Measures Utility cyclists were asked about their motivations to increase their utility cycling with the question, ‘What would encourage you to cycle more for transport (cycling as a means of getting to and from places)?’ Non-utility cyclists were asked about their motivations to initiate utility cycling with the question, ‘Thinking about the usual way you get to and from places, what would encourage you to cycle for transport (cycling as a means of getting to and from places)?’ To avoid biasing responses, each item was asked prior to closed-response questions about cycling correlates. Analysis The authors independently coded the data separately for utility and non-utility cyclists. Discrepancies between authors were discussed in team meetings, and consensus was used to determine major categories. KH then imported the data into NVivo 10 (QSR International, Melbourne) to link categories with levels of influence within the ecological model7 and ascertain the most reported influences. She summarised the findings in consultation with SS. See supplementary material for details about this analysis. Results 4 The demographic profiles of utility and non-utility cyclists differed (Table 1). [TABLE 1 APPROXIMATELY HERE] Improve the built environment Utility and non-utility cyclists reported that the infrastructure needed more improvement and expansion outside urban areas to encourage more utility cycling. The most-reported motivators fell within an ‘increasing the appeal of the built environment’ theme (Table 2). Appeal would be enhanced by more designated, segregated bicycle routes, on and off road, that would be well-maintained. Other factors that would increase appeal were categorised as ‘safety through facilities for cyclists’ (e.g., at intersections, bridges/overpasses/underpasses). [TABLE 2 APPROXIMATELY HERE] The second theme was convenience. Both utility and non-utility cyclists indicated that they would be more motivated if bicycle routes were better connected, went to accessible destinations nearby, provided direct links to destinations, and were better integrated with public transport (Table 2). Non-utility cyclists were mainly concerned with lack of accessible destinations nearby, which may reflect that more of them lived outside major cities, where bicycle infrastructure is more likely to be sparse and destinations far from home. Most utility cyclists who discussed convenience desired greater connectivity of bikeways (Table 2). The third built environment theme was improved attractiveness. A few utility and non-utility cyclists reported that amenities en route (e.g., signage, lighting) and at a journey’s end (e.g., secure bicycle storage at malls and public buildings) would be attractive (Table 2). Improve the social-cultural environment 5 Cyclists desired greater acceptance, awareness, and safety consideration from other road users. This theme was evident in the two cyclists groups, suggesting that perceptions of the socio-cultural environment do not change when cyclists become regular utility cyclists. Rather, some respondents, mostly utility cyclists, wanted educational campaigns for all road users or policies that could influence road user behaviour (Table 2). For both cyclist groups, social-cultural factors were the most often mentioned after built environment factors, and these two categories of factors were closely related, as most aspects of the built environment that cyclists listed could improve interactions among different road users. Make the natural environment more enjoyable Some respondents reported aspects of the natural environment that would make active travel enjoyable (Table 2). These respondents reported that the Queensland climate and topography challenged their motivation. Personal and other factors Given the motivation to cycle in the sampled population, it is not surprising that few reported personal factors (Table 2). Addition policy solution: incentives A few
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