Cross-culturally approaching the cycling behaviour questionnaire (CBQ) : Evidence from 19 countries

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Yes, size does matter (for cycling safety)! Comparing behavioral and safety outcomes in S, M, L, and XL cities from 18 countries

Although most actions aimed at promoting the use of active transport means have been conducted in ‘large’ cities, recent studies suggest that their cycling dynamics could hinder the efforts put into infrastructural, modal share, and cycling culture improvements. Aim: The present study aimed to assess the role of city sizes on riding behavioral and crash-related cycling outcomes in an extensive sample of urban bicycle users. Methods: For this purpose, a full sample of 5705 cyclists from &gt;300 cities in 18 countries responded to the Cycling Behavior Questionnaire (CBQ), one of the most widely used behavioral questionnaires to assess risky and positive riding behaviors. Following objective criteria, data were grouped according to small cities (S; population of 50,000 or fewer), medium cities (M; population between 50,000 and 200,000), large cities (L; population between 200,000 and one million), and megacities (XL; population larger than one million). Results: Descriptive analyses endorsed the associations between city size, cycling behavioral patterns, and mid-term self-reported crash outcomes. Also, it was observed a significant effect of the city size on cyclists' traffic violations and errors (all p &lt;.001). However, no significant effects of the city size on positive behaviors were found. Also, it stands out that cyclists from megacities self-reported significantly more violations and errors than any of the other groups. Further, the outcomes of this study suggest that city sizes account for cycling safety outcomes through statistical associations, differences, and confirmatory predictive relationships through the mediation of risky cycling behavioral patterns. Conclusion: The results of the present study highlight the need for authorities to promote road safety education and awareness plans aimed at cyclists in larger cities. Furthermore, path analysis suggests that “size does matter”, and it statistically accounts for cycling crashes, but only through the mediation of riders' risky behaviors.</p

Using demographic, psychosocial, behavioural and safety-related factors to assess cyclists' behaviour: A comparative approach across 19 countries

This Data in Brief (DiB) article presents the differences in cycling behaviors related to violations, errors, and positive behaviors by region. The study data were collected by means of a structured questionnaire applied to a full sample of 7,001 participants from 19 countries, distributed over 5 continents. This paper proposes descriptive statistics, as well as common statistical tests. The aim is to enable authors to make their own analyses, not to provide precise interpretations. For further information about the macro project supporting the collection of these data, it is advised to refer to the paper titled “Cross-culturally approaching the cycling behavior questionnaire (CBQ): Evidence from 19 countries”, published in Transportation Research Part F: Traffic Psychology and Behavior

Cross-culturally approaching the cycling behaviour questionnaire (CBQ): Evidence from 19 countries

Given different advances in applied literature, risky and positive behaviours keep gaining ground as key contributors for riding safety outcomes. In this regard, the Cycling Behaviour Questionnaire (CBQ) represents one of the tools available to assess the core dimensions of cycling behaviour and their relationship with road safety outcomes from a behavioural perspective. Nevertheless, it has never been psychometrically approached through a cross-cultural perspective. Therefore, this study aimed to perform the cross-cultural validation of the CBQ, examining its psychometric properties, reliability indexes, validity insights and descriptive scores in 19 countries distributed across five regions: Europe, America, Asia, Africa, and Oceania. For this purpose, it was used the data retrieved from a full sample of 7,001 urban cyclists responding to a large-scale electronic survey. Participants had a mean age of M = 36.15 (SD = 14.71), ranging between 16 and 83 years. The results of this large-scale study empirically support the assumption that the 29-item version of the CBQ has a fair dimensional structure and item composition, good internal consistency, reliability indexes, and an interesting set of validity insights. Among these results, there can be highlighted that: (i) Structurally speaking, the questionnaire works better under a three-factor dimensionality, keeping all its 29 items, whose factor loadings are &gt;0.400 in all cases; (ii) The CBQ shows greater reliability indexes than in previous applications using smaller samples, with good Cronbach’s alphas [0.768 - 0.915], McDonald’s omegas [0.770 - 0.913] and Composite Reliability Indexes [981 - 0.994]; and (iii) Robust tests comparing riding behaviours of riders with different levels of risk perception and crash involvement support the concurrent validity of the Cycling Behaviour Questionnaire. These outcomes endorse the usefulness of the CBQ to assess both risky and positive riding behaviours of cyclists in different countries, contributing to assess and improve cycling safety from the human factors approac