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The purpose of this paper is to provide executive management at a regional university with empirical data to justify, or otherwise, a substantial outlay of funds to support bicycle commuting as a viable strategy for the reduction of traffic congestion.

A custom designed questionnaire was completed by 270 participants who were enrolled in a first year undergraduate science, technology and society course which focussed on the environment and sustainability issues. The questionnaire targeted the likelihood that participants would use a bicycle to commute to university and the factors which influenced the decision to bicycle commute.

Principal components analysis identified a common underlying construct which addressed the likelihood to ride to university and involved the opportunity to ride on bike paths, the availability of appropriate facilities at the institution, knowledge of other people who rode to university and the number of study contact hours on a given day. Qualitative analysis identified route safety as the primary factor influencing the decision to bicycle commute. No association was identified between the likelihood to bicycle commute and the participants' confidence or experience level in riding a bicycle. While the study provides evidence to support the expenditure required to develop an appropriate built environment which facilitates bicycle commuting, it indicates that such action taken in isolation will have minimal effect on increasing this mode of commuting.

The study was conducted to meet the needs of a particular institution and is not considered generally applicable. However, it provides a framework for others who may wish to conduct similar research.

This study targets a perceived gap in the literature in relation to the attitude of tertiary students towards bicycle commuting and provides empirical evidence to support bicycle commuting as a sustainable transport option.

The purpose of this paper is to investigate the impact of various commuting modes on stress and mood upon arrival at work.

Data on stress and mood were collected after 123 employees arrived at work by bike, car, or public transit. In order to account for the natural fluctuation of stress and mood throughout the day, the assessment of the dependent variables was made within the first 45 minutes of arrival at work.

As hypothesized, those who cycled to work were less stressed than their counterparts who arrived by car. However, there was no difference in mood among the different mode users.

A lower level of early stress among cyclists offers further evidence for the promotion of active commute modes.

This study underscores the importance of being sensitive to time-based variations in stress and mood levels when investigating the impact of commute modes.

The aim of this study is to investigate perceptions of cycle commuting barriers in relation to stage of change, gender and occupational role. Stage of change is a key construct of the transtheoretical model of behaviour change that defines behavioural readiness (intentions and actions) into five distinct categories.

A cross‐sectional online questionnaire was completed by staff and PhD students (n=831) based in cycle‐friendly buildings in a large UK university. The questionnaire included questions relating to demographics, stages of behaviour change and 18 potential barriers. Data were analysed using t‐tests, one‐way ANOVAs and two‐way ANOVAs.

Overall, environmental factors were perceived as the biggest barriers to cycle commuting. However, perceptions of cycle commuting barriers significantly differed between stages of change, genders and occupational roles. Precontemplators, females and support staff commonly perceived greater barriers to cycle commuting compared to maintainers, males and academic staff.

The results indicate that tailored individual‐level behaviour change interventions focusing on reducing perceptions of barriers that take into account stage of change, gender and occupational differences may play a role in encouraging people to cycle to work.

The study reveals evidence of a significant subjective element involved in perception formation of some potential barriers associated with cycle commuting. Women not only hold stronger perceptions compared to males of risk‐orientated barriers but also of more general barriers associated with cycle commuting. The findings also suggest that occupational roles may influence an individual's perceptions of cycle commuting barriers.

This paper aims to show the present level of sustainable transportation, mainly walking and bicycling, on a large campus in the US Midwest and then analyzes some of the opportunities and impediments in increasing the modal share.

Three types of analysis are used. First, current level of walking and bicycling around the campus are measured during select mornings and afternoons. Second, a survey questionnaire completed by 668 students is tabulated and reported. Third, the campus and environs are inventoried to note those aspects of infrastructure which either facilitate or block walking or cycling.

This paper records generally low existing levels of sustainable transportation among students around a campus. There is a particularly low level of bicycling activity. Reasons have to do with time and convenience (especially among students who work), but also that many students do not enjoy bicycle access. Finally, student attitudes and an inventory of campus indicate that existing infrastructure discourages sustainable transportation activity around campus.

This may be biased towards specific circumstances in the one institution we studied. However, there are several important implications on the factors spurring or impeding walking and bicycling which may be applied to other campus communities.

Understanding the campus impediments to walking and bicycling may help universities design more attractive and useful facilities.

Great attention to bicycling and walking can improve the social environment on campus, as well as spur greater health among students and staff.

Several methods of measuring existing transportation patterns are applied, canvassing student attitudes towards sustainable transportation and then inventorying and mapping those campus features which could affect walking and bicycling activity.

Purpose – Bicycle riding provides a sustainable and affordable solution to many of the significant problems associated with motorised transport and physical inactivity. The provision of infrastructure plays an important role in encouraging people to begin and subsequently continue to ride bicycles and to do so safely.

Methodology – This chapter describes different types of on- and off-road infrastructure and reviews studies of their effects on rider numbers and safety. In addition, it looks at the roles that end-of-trip facilities and bikeshare programs can play in contributing to bicycle use and general transport sustainability.

Findings – Infrastructure characteristics can influence both perceived and objective levels of safety. It is important to identify and avoid treatments that increase perceived safety but are actually less safe. The type of infrastructure needed or desired differs between current and potential riders and according to trip purpose. Well-designed marked bicycle lanes on roads can reduce crash rates. Safety at intersections can be improved by: advanced green lights for cyclists, short cuts for right-hand turns, brightly coloured bicycle paths and advanced waiting positions for cyclists. Off-road facilities are generally safer, but intersections with roads must be carefully treated. Shared paths and footpaths are risky for older pedestrians (and older cyclists).

Implications – In many countries the provision of more infrastructure that increases the perceived safety of riding is needed to encourage cycling, particularly transport cycling and cycling by women.

Purpose – This chapter reviews planning and design approaches for cycle traffic in order to direct future thinking towards the critical aspects of network design that will have a beneficial impact on the utility and nature of the environment for cycling.

Approach – This chapter provides a critique of the approach of adopting a so-called hierarchy of solutions frequently adopted in western countries with low levels of cycling use.

Findings – The guiding principle for designing routes for cycle traffic is that the bicycle is a vehicle capable of speed and, as a consequence, links and junctions need to be designed according to appropriate geometric design standards. In addition, owing to the nature of the cycle and rider combination, the oft repeated Dutch characteristics for good design for cycle traffic of coherence, directness, attractiveness, safety and comfort remain firm.

Practical implications – The practical implications of the outcomes from the chapter are a method of approach for planning infrastructure for cycle traffic which starts with an analysis of demand and works through to the creation of suitable networks for cycle traffic which are grounded in, and extended from, suitably regulated existing highway networks.

Social implications – An extensive transport system suitable in nature for cycle traffic will attract a wide base of users and consequently allow for the benefits of cycling to be captured.

Value of chapter – The value of the chapter rests in its emphasis on the need to treat cycling as a distinct transport mode and, consequentially, planning and engineering needs to be undertaken in a way conducive to providing the basic necessary infrastructure for such a distinct mode.

This article aims to discuss the contradiction between signing an agreement to work for sustainable universities and the lack of practical commitment in one case, namely at Aalborg University (AAU). Focus is placed both on the University's core processes such as education, research and outreach; on the necessary inputs and outputs related to transport, food and operation, and maintenance of buildings, and on the university's products counting published results of research and educated students and researchers.

The study is based on a desk study of official university documents from the period 1990 to 2007, and a number of student reports that have focused on the sustainability or environmental merits of the University.

Although adopting an environmental policy and signing the Copernicus Charter back in the early 1990s, AAU soon lost momentum. This was due to reasons defined as: the lack of commitment from top management, the missing acceptance from technical staff, and a narrow understanding of the university's environmental impacts. Obviously, a model of the environmental impacts should not only take into account the environmental impacts related to the impacts occurring in the present, e.g. related to the running and maintenance of buildings and laboratories, but also integrate considerations about the impacts in the processes (education, research and outreach). Thereby, the model shall provide the basis for more sustainable products, such as students considering aspects of sustainability in the solutions and approaches they apply in their future careers.

This article forms the basis for future research identifying how universities can contribute to sustainable development in a more coherent way by implementing new policies and plans. The article takes its starting point in a general model of a university's environmental impacts involving key processes at the university, the related inputs and outputs (emissions), and the transformation of intermediate products such as high school students and existing research results into products such as graduate students, PhDs, and new research results.

The processes and the related inputs, outputs, intermediate products, and end‐products are analysed and discussed in order to illustrate the relevant environmental issues that need to be addressed by universities.

The paper identifies a number of key issues of sustainability that universities need to address and offers inspiration to staff and students on how to push these agendas at their home universities.

This chapter focuses on cycle tourism using Bambike (Bamboo Bike) as sustainable transportation in the heritage site of Intramuros to promote cultural awareness and environmental preservation. Bambike is a bicycle where parts are made from natural bamboo and abaca with aircraft grade alloys tested for durability that passed the standards in the industry. The purpose of this chapter is to determine the value of cycle tourism using Bambike to promote green tourism in Intramuros and preserve its attractions. Its significance and benefits as to economic, environmental, and sociocultural impacts have been analyzed. The information source and data collection for this research was from the selected local and international tourists in Intramuros who have experienced and booked a trip with Bambike. An interview with structure questionnaire was done for the tourists and Bambike staff. It was concluded that Bambike can contribute to create site awareness leading to desire to preserve the heritage sites of Intramuros.