Verhoeven Hannah, Ghekiere Ariane, Van Cauwenberg Jelle, Van Dyck Delfien, De Bourdeaudhuij Ilse, Clarys Peter, Deforche Benedicte
Department of Public Health, Faculty of Medicine and Health Sciences, Ghent University, De Pintelaan 185, B-9000, Ghent, Belgium.
Physical Activity, Nutrition and Health Research Unit, Faculty of Physical Education and Physical Therapy, Vrije Universiteit Brussel, Pleinlaan 2, B-1050, Brussels, Belgium.
Int J Behav Nutr Phys Act. 2017 Aug 17;14(1):108. doi: 10.1186/s12966-017-0566-z.
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.
An online questionnaire consisting of questions on individual and social environmental variables, and 15 choice-based conjoint tasks with manipulated photographs was completed by 882 adolescents (55.3% male; 13.9 ± 1.6 years). Within the choice tasks, participants were asked to indicate which of two situations they would prefer to cycle to a friend's house. The manipulated photographs were all modified versions of one semi-urban street which differed in the following physical micro-environmental attributes (separation of cycle path, evenness of cycle path, speed limit, speed bump, traffic density, amount of vegetation and maintenance). In addition, each photograph was accompanied by two sentences which described varying cycling distances and co-participation in cycling (i.e. cycling alone or with a friend). After each choice task participants were also asked if they would actually cycle in that situation in real life (i.e. intention). Hierarchical Bayes analyses were performed to calculate relative importances and part-worth utilities of environmental attributes. Logistic regression analyses were performed to investigate which individual, physical and social environmental factors were associated with adolescents' intention to actually cycle for transport.
Adolescents' preference to cycle for transport was predominantly determined by separation of cycle path, followed by shorter cycling distance and co-participation in cycling. Higher preferences were observed for a separation between the cycle path and motorized traffic by means of a hedge versus a curb, versus a marked line. Similar findings were observed for intention to cycle. Furthermore, evenness of the cycle path and general maintenance of the street were also of considerable importance among adolescents, but to a lesser extent.
Results of this experimental study justify investment by local governments in well-separated cycling infrastructure, which seemed to be more important than cycling distance and the social environment.
生态模型强调，出行骑自行车的行为是由个人、物理和社会环境因素之间的相互作用所决定的。本研究调查了：（a）哪些物理和社会环境因素决定青少年对出行骑自行车的偏好；（b）哪些个人、物理和社会环境因素与他们实际出行骑自行车的意愿相关。
882名青少年（55.3%为男性；年龄13.9±1.6岁）完成了一份在线问卷，其中包括关于个人和社会环境变量的问题，以及15项基于选择的联合任务，任务中呈现经过处理的照片。在选择任务中，参与者被要求指出在两种情境中他们更愿意选择哪种骑自行车去朋友家。这些经过处理的照片都是一条半城市街道的修改版本，在以下物理微环境属性方面有所不同（自行车道分隔、自行车道平整度、限速、减速带、交通密度、植被数量和维护情况）。此外，每张照片都配有两句话，描述了不同的骑行距离和结伴骑行情况（即独自骑行或与朋友一起骑行）。在每个选择任务之后，参与者还被问及他们在现实生活中是否会在那种情境下实际骑行（即意愿）。进行分层贝叶斯分析以计算环境属性的相对重要性和部分价值效用。进行逻辑回归分析以调查哪些个人、物理和社会环境因素与青少年实际出行骑自行车的意愿相关。
青少年对出行骑自行车的偏好主要由自行车道分隔决定，其次是较短的骑行距离和结伴骑行。与通过路缘石或标线相比，通过树篱分隔自行车道与机动车道时，青少年的偏好更高。在骑行意愿方面也观察到了类似的结果。此外，自行车道平整度和街道整体维护情况在青少年中也相当重要，但程度稍低。
这项实验研究的结果证明地方政府投资建设分隔良好的自行车基础设施是合理的，这似乎比骑行距离和社会环境更为重要。
