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This result is consistent with the findings from McArthur and Hong Routes to
Cathkin 1 is the longest new cycling route and has a negative effect on monthly
total cycling trips made by Strava users. This route includes several less
developed areas and few people cycle from these less developed and less densely
populated areas. In addition, there are no segregated lanes and most lanes are
shared with other transport modes.

Overall, it is reasonable to see that these areas could have a slower increase
in the total number of Strava cycling trips than average. This result is also
visible in Fig. Policy makers have used infrastructure investments as a way of
increasing active travel and improving public health. Glasgow is one such city
which has invested significant sums of money in installing new infrastructure
across the city. The significant investments made in the run up to this event
make Glasgow an interesting case study.

Future investments are planned as the city tries to reach its ambitious vision
for the share of journeys to be made by bicycle. Appraisal and evaluation of
such interventions can be difficult due to a lack of suitable data and
analytical methods.


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In this paper, we investigate the use of crowdsourced cycling data from the
Strava app. We began by confirming the validity of the data by comparing it to
manual count data, and found high correlations and strong positive linear
relationships. This implies that Strava data can be used to analyse spatial and
temporal variations in cycle volumes even though Strava users are a subset of
total cyclists.

Our analytical models suggested that estimating a single coefficient for all
infrastructure projects i. It could be the case that while some projects have
been successful in increasing the volume of cycling, other have not been. If
these effects are averaged out across all four projects, it may make it more
difficult to measure a statistically significant effect. Our analytical models
show that three among four new projects are successful, and all of them are
located close to the city centre, mostly consisting of segregated cycling lanes.

This implies that in the short term, developing new cycling infrastructure
inside the city area will be more effective than introducing new cycling
facilities outside the developed areas. In addition, providing segregated
cycling lanes should be a target of such investments. However, we should be
careful. The benefits of new infrastructure in outer areas could pay-off in the
future when the network becomes more extensive and people realise its existence
as well as its usefulness as their normal travel option.

There are limitations to our work. Firstly, as indicated earlier, we employed
predefined administrative areas as an analytical unit. The modifiable areal unit
problem therefore may affect our results. Future work may consider this. It may
take longer before certain types of effects are observed. For instance, once
people get accustomed to the presence of cycling infrastructure they may choose
to begin cycling regularly.

Lastly, we should be careful when interpreting the magnitude of our results.
Since Strava users are a subset of total cyclists, we need more in-depth
analyses to examine how to predict actual cycling counts as precisely as
possible with Strava data. More detailed results about the validation of Strava
data for cycling studies can be found in Hong et al. Allison, P. Buehler, R.
Transportation 39 , — Cavill, N. Policy 15 , — Celis-Morales, C. BMJ , j
Christensen, J.

Google Scholar. De Hartog, J. Health Perspect. Deenihan, G. Glasgow City
Council, Glasgow Goodman, A. Public Health , 38—46 Heesch, K. Health 3 , — Hong,
J. University of Glasgow, Glasgow Hull, A. Urban Plan. Jestico, B. Jones, T.
Policy 20 , — Krizek, K. Lee, K. Urban Sci. McArthur, D. Leeds, Church Fenton.
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