This thesis considers the roles that social cognitions play in cycle commuting behaviour. Currently in the field of active travel there is a strong drive towards ecological theories, which often focus on the wider environmental factors that influence cycling. However, research into utilitarian cycling and related physical activities suggests that psychological factors also have an important role to play. In light of the current political climate within the UK and the numerous benefits that cycling for transport can incur, it was deemed important to further explore the role that social cognitions play in the decision to cycle commute. To date, there has been limited psychological research carried out into cycle commuting. Therefore, this thesis initially considers and critiques a number of relevant behavioural theories and psychological variables. The first study used semi-structured interviews along with interpretative phenomenological analysis (IPA) to explore the perception and attitudes of a group of cycle commuters (n = 8) and potential cycle commuters (n = 7) based in a workplace that supports cycling. The interest of this study was to identify if any differences and/or commonalities in social cognitions existed between the two groups. The findings indicated that potential cyclists are less aware of the range of benefits associated with cycling to work, and discussed more challenges and fewer coping strategies than regular and experienced cycle commuters. Whilst the study was inductive in nature, the findings to emerge suggest that cognitive variables involved in cycle commuting behaviour (motivations, barriers and coping strategies) could be aligned with a number of social cognition/ behaviour change theories. The second and third studies were similar in design and used cross-sectional questionnaires to investigate perceptions of barriers (Study 2 & 3), perceptions of benefits (Study 3), self-efficacy (Study 3) and decisional balance scores (Study 3) related to cycle commuting behaviour. These social cognitions were measured in relation to stage of change, gender and job role. Both investigations were carried out in workplaces that support cycling. Study 2 (n = 831) highlighted the important role that perceptions of barriers play in cycle commuting behaviour. Study 3 (n = 337) built on the previous two studies findings and demonstrated that perceived barriers and benefits and self-efficacy associated with cycle commuting were all significant predictors of cycle commuting behaviour, with barriers being the most powerful. The forth and final study used a pre- and post-test control trial design to evaluate a psychologically-orientated intervention that was theoretically based on the Transtheoretical Model of Behaviour. The intervention was designed for people who were contemplating cycling to work. The small-scale intervention evaluation included one pre-test and two post-test measures that were collected over a four month period. The before and after results revealed that the intervention group (n = 17) significantly decreased their perceptions of barriers and progressed closer to action. This may be explained by increases in some of the processes of change that were reported. The control group (n = 16) reported no significant changes in their social cognitions, actions or in their use of the processes of change. These results suggest that the intervention designed, developed and trailed in this thesis is successful at encouraging people to cycle to work. Together, these four studies demonstrate that social cognitions do play an important role in cycle commuting behaviour. Throughout this thesis, perceptions of barriers associated with cycle commuting have shown to play a powerful role in explaining and predicting behaviour. Whilst barriers can be both perceived (subjective) and actual (objective), the small-scale intervention study has demonstrated that by psychological intervention alone perceptions of barriers can be significantly reduced.

Aim: The aim of this study is to analyse potential determinants of cycle commuting speed, with the following research questions: 1. How does cycle commuting speed relate to amount of gears, access to shower facilities, and rating of perceived exertion (RPE), when sex, age, weight, body mass index (BMI), duration, last digit in self-reported duration, and cycling area are controlled for? 2. How are the earlier found relationships between speed and duration, and speed and sex, affected when amount of gears, access to shower facilities, and RPE are added to the control variables age, weight, BMI, last digit in self-reported duration, and cycling area?   Method: In this cross-sectional study, 1526 adult cycle commuters (67% females) in Stockholm County, Sweden, were recruited through advertisements. In a self-administered questionnaire, the respondents reported their sex, age, height, weight, duration of their typical cycle commuting journey, amount of gears, access to shower facilities at the destination, and rating of perceived exertion (measured by the Borg RPE Scale) while cycling. They also drew their cycling route on an individually adjusted map. Multiple linear regression was used to facilitate the analyses.   Results: In a regression model with the independent variables sex, age, weight, body mass index, duration, last digit in self-reported duration (1–4 or 6–9 compared to 0 or 5), cycling area (inner urban compared to suburban and suburban – inner urban), gears, shower facilities, and RPE, the dependent variable cycle commuting speed was positively related to using a bicycle with five or more (as compared to four or fewer) gears, having convenient (as opposed to inconvenient or non-existent) access to shower facilities, and perceiving a higher degree of exertion while cycling. Gears, showers, and RPE were also found to substantially affect the earlier found relationships between speed and duration, and speed and sex. The respondents showed a clear tendency of giving odd-numbered, compared to even-numbered, ratings of perceived exertion.   Conclusions: This study highlights the importance of gears, showers, and RPE in activities such as estimating, planning or taking measures in relation to cycle commuting. It also shows that adding new factors to control for might change earlier established relationships within this field. When the Borg RPE Scale is used, correct instructions strengthens the validity. / Syfte och frågeställningar: Syftet med denna studie är att analysera potentiella påverkansfaktorer gällande cykelpendlingshastighet, med följande frågeställningar: 1. Hur relaterar hastighet till antal växlar, tillgång till duschfaciliteter och skattning av egenupplevd fysisk ansträngningsgrad (RPE), när kön, ålder, vikt, BMI, duration, slutsiffra i självrapporterad duration samt cykelområde kontrolleras? 2. Hur påverkas de tidigare funna förhållandena mellan hastighet och duration, samt hastighet och kön, när antal växlar, tillgång till duschfaciliteter och RPE adderas till kontrollvariablerna ålder, vikt, BMI, slutsiffra i självrapporterad duration, och cykelområde?   Metod: I denna tvärsnittsstudie rekryterades 1526 vuxna cykelpendlare (67% kvinnor) i Stockholms län genom annonser. I ett själv-administrerat formulär rapporterade de kön, ålder, längd, vikt, duration vid deras typiska cykelpendlingsresa, antal växlar, tillgång till duschfaciliteter vid destinationen, och skattning av egenupplevd fysisk ansträngningsgrad (enligt Borgskalan) under cyklingen. De ritade även in sin cykelväg på en individuellt anpassad karta. Multipel linjär regression användes för att möjliggöra analyserna.   Resultat: I en regressionsmodell med de oberoende variablerna kön, ålder, vikt, BMI, duration, slutsiffra i självrapporterad duration (1­–4 eller 6–9 jämfört med 0 eller 5), cykelområde (innerstad i jämförelse med ytterstad samt ytterstad – innerstad), växlar, duschmöjligheter och RPE, var den beroende variabeln cykelhastighet positivt relaterad till användandet av en cykel med fem växlar eller fler (i jämförelse med fyra eller färre), att ha bekväm tillgång till dusch (i motsats till obekväm eller ingen tillgång alls) samt att uppleva en högre grad av fysisk ansträngning under cykling. Växlar, duschmöjligheter och RPE visade sig även substantiellt påverka de tidigare funna förhållandena mellan hastighet och duration, samt hastighet och kön. Respondenterna visade en tydlig tendens att ge ojämna, i jämförelse med jämna, RPE-skattningar.   Slutsats: Denna studie belyser vikten av växlar, duschmöjligheter och egenupplevd ansträngningsgrad vid exempelvis bedömning, planering eller vidtagande av åtgärder i relation till cykelpendling. Den visar även att nya kontrollfaktorer kan förändra tidigare etablerade förhållanden inom detta fält. Korrekta instruktioner stärker validiteten vid användandet av Borgskalan.