Cycling infrastructure and deprivation: An empirical investigation

Under the Active Travel (Wales) Act 2013, local authorities in Wales must construct new cycling infrastructure and multi-use lanes. Using Cardiff as its geographic focus, this study aims to: (1) examine the distribution of cycling infrastructure across neighbourhoods based on their relative deprivation, (2) assess change in levels of active commuting and cycling frequency among Cardiff residents differ by deprivation group, and (3) identify whether cycling infrastructure is associated with cycling when controlling for sociodemographic and environmental factors. This study utilised quantitative methods to analyse linked data across the National Survey for Wales, the Welsh Index for Multiple Deprivation, and geospatial data of cycling infrastructure. The study analysed differences in infrastructure across deprivation groups and change in active travel. Mixed logistic regression models examined associations of cycling infrastructure with active travel after controlling for sociodemographic and environmental characteristics. Cycling infrastructure has been equally distributed by area deprivation, however, a high percentage of most-deprived area had zero bike lanes. From 2018 to 19 to 2019-20, active commuting increased, and private motorised transport decreased (χ 2 = 15.16, p < 0.01), but mainly among people in the middle deprivation group (χ 2 = 18.3, p < 0.01). Between 2016-17 and 2018-19, cycling frequency did not change significantly. When controlling for individual socio-demographic factors, the length of cycle lanes was not associated with the odds of active commuting, though access to services and distance to work remained its key predictors. Findings from this study provide evidence on the equity of cycling infrastructure deployment in Cardiff and offer insights into where and for whom travel behaviours are becoming more sustainable. Results enable city leaders and policymakers to target ongoing and future active travel interventions towards those subgroups and geographic areas in which they will make the most impact, and tailor them to maximise benefit. • Most deprived areas still have zero cycle lanes, but their deployment is equal • On average active commuting increased and private motorised transport decreased • Changes in commute mode were significant only in middle-deprived areas • Length of cycle lanes was not associated with active commuting • Access to services and distance to work were strong predictors of active commuting