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Numerous systematic reviews exist which synthesise the evidence from observational and experimental studies and which highlight that there are many potential solutions to promote cycling. These exist across all four levels of the socio-ecological model (individual, social, physical environment and policy). The most likely way to promote cycling is through an integrated package of complementary actions targeting both individuals and their social and physical environments.
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The evidence base appears largest and strongest at the level of the physical environment, where emerging evidence from robustly evaluated natural experiments supports the creation of new cycle paths, routes and networks which requires considerable financial investment and political support from local and national governments.
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The current evidence base is built primarily from systematic reviews of studies found in academic journals. Hence, publication bias and a focus on programmes considered easiest to evaluate has likely led to an incomplete picture of how best to promote cycling. Many potential solutions, delivered outside of an academic setting, have not been studied or evaluated. Additionally, there are several novel potential solutions emerging for which the effectiveness is not yet understood.
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Where the evidence base is less abundant and consistent is at the individual and social levels of the socioecological model. Some evidence exists for targeted behaviour change programmes but the evidence is inconclusive for interventions such as financial incentives, counselling and education and awareness raising. There have been few rigorous evaluations of the independent effects of such efforts to promote cycling yet these are the types of programmes that organisations such as schools and workplaces can implement.
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There is a need to build a comprehensive picture of all potential solutions to increase cycling, at the levels appropriate for delivery by organisations such as workplaces. Whilst such solutions may be considered smaller in scale than large infrastructure projects, they could still be delivered nationwide across workplaces, communities, and schools. They may also encourage the use of existing infrastructure. They are therefore undoubtedly an essential component of the integrated package of measures that will be required to increase population levels of cycling.
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A comprehensive picture is required to highlight the most promising, novel and feasible solutions to take forward for subsequent pilot and preference testing. It will be necessary to examine these solutions for their potential in addressing the barriers to cycling faced by different individuals and population sub-groups.
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